Driver Response to a Dynamic Speed Feedback Sign at Speed Transition Zones Along High-Speed Rural Highways

Mahmud, Md Shakir; Megat-Johari, Megat-Usamah; Bamney, Anshu; Jashami, Hisham; Gates, Timothy J.; Savolainen, Peter T.

doi:10.1177/03611981221112942

Cited by 5 publications

(3 citation statements)

References 19 publications

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“…In 2022, Mahmud et al positioned DSFS in advance of the reduced speed limit sign and programmed it to alternate between displaying the speed of approaching vehicles and the reduced speed limit information [25]. The authors highlighted that the most significant speed reduction occurred at the DSFS location, with speeds being 3.2 to 7.8 mph lower when DSFS was operational.…”

Section: Tribbettmentioning

confidence: 99%

A Comprehensive Review of Dynamic Speed Feedback Signs in Reducing Speed at Different Critical Locations

MAHMUD,

BABIĆ,

GATES

2024

PROMTT

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Excessive speed is one of the main causes of fatal crashes worldwide. One speed reduction measure is dynamic speed feedback signs (DSFS), whose main purpose is to make drivers aware of their excessive speed and thus influence their behaviour in a way that they reduce their driving speed. The objective of this review is to discuss the benefits of implementing DSFS in different settings, identify the most effective placement and messaging strategies, analyse the public perception and temporal effect of DSFS, and identify potential locations where this device can be further deployed. The study includes 44 studies, of which 35 are journal publications, three are conference proceedings and six are technical reports. The identified studies are divided into six categories based on their topic: (1) operational benefits of DSFS; (2) safety benefits of DSFS; (3) public perception of DSFS; (4) position of DSFS installation, message type and triggering; (5) temporal effect of DSFS; and 6) effect of vehicle type. The results of this study provide information on the use of DSFS and as such are valuable to road authorities and researchers.

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Section: Tribbettmentioning

confidence: 99%

A Comprehensive Review of Dynamic Speed Feedback Signs in Reducing Speed at Different Critical Locations

MAHMUD,

BABIĆ,

GATES

2024

PROMTT

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“…1 to 9 mph in school zones (12)(13)(14)(15), 1 to 6 mph in residential neighborhoods (16,17), 1 to 6 mph on high-speed arterials (12,(18)(19)(20)(21)(22)(23), 2 to 6 mph in speed transition zones (12,15,(24)(25)(26), 1 to 4 mph on rural highway horizontal curves (12,15,(27)(28)(29), 2 to 6 mph in rural highway work zones (15,30,31), and 2 to 10 mph in freeway work zones (15,(32)(33)(34)(35)(36)(37).…”

Section: Literature Summarymentioning

confidence: 99%

Driver Response to a Dynamic Speed Feedback Sign at a Freeway Exit Ramp Considering the Sign Design and Installation Characteristics

Mahmud

Gates

Savolainen

et al. 2022

Transportation Research Record: Journal of the Transportation R

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Research was conducted at a freeway exit ramp with significant horizontal curvature to evaluate the effectiveness of dynamic speed feedback signs (DSFSs) as a speed reduction countermeasure. Several aspects of the DSFSs were evaluated, including display size, border type, lateral installation position, and vehicle detection range. Three different full-matrix DSFSs were utilized, which included 15-in. display panel with yellow border, 18-in. display panel with yellow border, and 18-in. display panel with no border. Each sign was individually installed and tested at identical locations near the start of the exit ramp curve, in both the traditional right-side-mount and an alternative forward-mount within the exit gore area. Speed data and message activation location were collected for vehicles approaching and entering the curve across the various sign test conditions. Overall, the presence of a DSFS positioned near the start of the curve resulted in curve entry speeds that were, on average, 3.5 mph lower than without a DSFS present. The lowest curve entry speeds were observed for cases in which the message activated when vehicles were within 250 to 400 ft of the curve. Interestingly, earlier message activation did not contribute to further speed reductions, although later activation substantially diminished the speed reduction effects. With regard to DSFS lateral position, both the side-mounted and forward-mounted DSFS installations resulted in similar curve entry speeds. Furthermore, there were no discernable differences in curve entry speeds between the 15- and 18-in. display panels, although the inclusion of a yellow sign border had greater speed reduction effects.

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“…Dynamic speed feedback signs (DSFSs) are a promising countermeasure to reduce speeds on horizontal curves. Such devices utilize radar to detect the speed of approaching vehicles and display targeted warning messages in real time, which may include the actual speed of the approaching vehicle or other messages such as “SLOW DOWN,”“TOO FAST,” or “REDUCE SPEED.” This targeted feedback messaging strategy is particularly effective in reducing excessive speeding ( 13 – 17 ). Several prior evaluations evaluating the effect of DSFSs on rural highway curves found them to be effective at reducing curve entry speeds ( 14 , 18 , 19 ) and crash occurrence ( 20 ).…”

mentioning

confidence: 99%

Evaluating Driver Response to a Dynamic Speed Feedback Sign at Rural Highway Curves

Mahmud

Bamney

Megat-Johari

et al. 2022

Transportation Research Record: Journal of the Transportation R

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Research was performed to assess the effectiveness of a dynamic speed feedback sign (DSFS) as a speed reduction countermeasure when installed at horizontal curves on rural highways. It was of particular interest to assess whether the DSFS effectiveness varied based on curve advisory speed and to identify the optimal DSFS placement location with respect to the curve. A series of field evaluations were performed at five horizontal curves located along two-lane rural state highways in northern Michigan possessing posted speed limits of 65 mph and curve advisory speeds varying between 25 and 60 mph. The DSFSs were installed and evaluated at two different locations at each curve: 1. at the curve advance warning/advisory speed sign and 2. at the point of curvature. Vehicle speeds were tracked along the approach to each curve using handheld LIDAR guns. The results indicate that the DSFS was generally more effective at reducing motorists’ speeds when installed near the advance curve warning sign. Furthermore, the DSFS was more effective at locations with sharper curvature (i.e., lower advisory speeds). Continued use of DSFSs as a speed reduction countermeasure on rural horizontal curves is recommended, particularly at locations with a significant differential (e.g., at least 25 mph) between the upstream speed limit and the curve advisory speed. The DSFS should be positioned near the advance curve warning/advisory speed sign to provide adequate time for drivers to react and decelerate before reaching the curve.

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Driver Response to a Dynamic Speed Feedback Sign at Speed Transition Zones Along High-Speed Rural Highways

Cited by 5 publications

References 19 publications

A Comprehensive Review of Dynamic Speed Feedback Signs in Reducing Speed at Different Critical Locations

A Comprehensive Review of Dynamic Speed Feedback Signs in Reducing Speed at Different Critical Locations

Driver Response to a Dynamic Speed Feedback Sign at a Freeway Exit Ramp Considering the Sign Design and Installation Characteristics

Evaluating Driver Response to a Dynamic Speed Feedback Sign at Rural Highway Curves

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