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Each video highlights transportation officials describing how pedestrians and drivers use or interact at the crossing improvements. These brief videos explain the safety benefits of five countermeasures including:

• Crosswalk visibility enhancements
• Refuge islands
• Raised crosswalks
• Pedestrian hybrid beacons
• Road diets

You can use these videos in public meetings, conferences, or share them through social media to help educate pedestrians, drivers, and local decision-makers.

To learn more about the STEP countermeasures featured in these videos, please contact Becky Crowe of the FHWA Office of Safety or Peter Eun of the FHWA Resource Center.

Collaborative Hydraulics Advancing to the Next Generation of Engineering (C.H.A.N.G.E) is coming. It is now time to toss away the process of one-dimensional (1D) modeling and learn a new process called (2D) modeling. MORE INFO

Updated manual to focus on new highway technologies

WASHINGTON – The Federal Highway Administration (FHWA) today announced it is pursuing an update to the “Manual on Uniform Traffic Control Devices for Streets and Highways”—the MUTCD—in preparation for the future of automated vehicles and to afford states and local communities with more opportunities to utilize innovation.

“The new manual will be forward-looking in accommodating technologies necessary to support highway connectivity, automation and innovations that improve safety and efficiency,” Deputy Federal Highway Administrator Brandye L. Hendrickson said. “The revised edition will lay the groundwork for supporting the infrastructure of the future.”

The MUTCD update was announced as part of USDOT’s release of new federal guidance for automated vehicles — “Preparing for the Future of Transportation: Automated Vehicles 3.0.”

The MUTCD is the national standard for traffic signs, signals, and pavement markings.  The last edition was published in 2009 and was revised in 2012. The upcoming new edition will propose to update the technical provisions to reflect advances in technologies and operational practices, incorporate recent trends and innovations, and set the stage for automated driving systems as those continue to take shape.

The publication of a new edition will propose to streamline processes and reduce burdens on state and local agencies by adopting many of the successful devices that have resulted from some of the 150 official experiments that FHWA has approved, including congestion-reduction strategies such as variable speed limits, dynamic lane control and shoulder use and pedestrian safety enhancements such as the rectangular rapid-flashing beacon and crosswalk marking patterns. Overall, the new edition will propose to allow more flexibility and innovation to improve travel for drivers, pedestrians and bicyclists.

Hendrickson added that FHWA’s goal was to ensure that the MUTCD improve the public’s travel experience – whether driving on the interstate or in a large city, small town or rural America—and that FHWA was being responsive to stakeholders who requested an update to the MUTCD.

As part of the process of updating the Manual, FHWA will seek input from the public nationwide, including state and local traffic engineers, traffic control device technicians and other stakeholders.  The proposed changes are expected to be released for public review and comment next spring.

The FHWA has administered the MUTCD since 1971 and has published six editions.  The MUTCD was first published in 1935 to establish uniform and easily recognizable traffic control features on the highways as car travel increased.  While technologies and travel trends have evolved since 1935, the need for uniformity—for the safe and efficient movement of road users—still remains today.

FHWA 23-18
Friday, October 5, 2018
Contact: Nancy Singer
Tel.: (202) 366-0660

By: Cathy Satterfield, FHWA Office of Safety and Abdul Zineddin, FHWA Office of Safety R&D

Center line and shoulder rumble strips are proven safety countermeasures for reducing roadway departure crashes, including head-on crashes and run-off-road crashes, but not all roadways are good candidates for rumble strips. So how do practitioners know where rumble strips can be most advantageous for reducing roadway departures?

The Office of Safety and Office of Safety R&D developed the new Decision Support Guide for the Installation of Shoulder and Center Line Rumble Strips on Non-Freeways to provide a framework that will inform center line and shoulder rumble strip installation decisions. It describes methods for identifying appropriate locations for installation, assessing the potential crash reductions and benefit-cost ratio, and developing performance metrics for safety. In addition, the guide addresses special considerations for rumble strip installations – such as bicyclist activity, potential noise impacts, pavement quality, and maintenance activities. It also identifies variability in current practices.

The decision-support framework covers policy development for systematic rumble strip installation and provides a flowchart for decision-making for sites that can benefit from installation but do not meet criteria for systematic installation. The framework can also be applied to sites that are identified based on crash history, such as for Highway Safety Improvement Program selection. Within this framework, this guide describes who may be involved in the decision-making process and at what points those individuals’ inputs should be sought. It also provides an overview of safety performance measures that can be presented to policy makers and stakeholders. Performance metrics described in this guide can be used to inform stakeholders of rumble strip benefits.

For more information on applying rumble strips as a roadway departure countermeasure, please contact Cathy Satterfield at cathy.satterfield@dot.gov or Abdul Zineddin at abdul.zineddin@dot.gov.

This article has been shared from Rural Safety Center.

LHTAC is providing one FREE Retroreflectivity Sign Testing Kit to each Local Highway Jurisdiction. These kits are intended to serve as an affordable alternative to purchasing a costly retroreflectometer. Sign kits can be used to assess the retroreflectivity of signs in your jurisdiction to insure compliance with the minimum levels established in the current version of the Manual for Uniform Traffic Control Devices (MUTCD).

If you would like to receive a free kit or if you have questions please contact Kevin Kuther (kkuther@lhtac.org).

This document captures the national state of the practice for accommodating pedestrians with vision disabilities on shared streets and helps State and local partners meet Americans with Disabilities Act (ADA) obligations. The study process included engagement with the U.S. Access Board, State departments of transportation, National Association of City Transportation Officials (NACTO), and FHWA Division Offices and is a model for engaging people with disabilities in the planning process.

Since the use of highway crack sealant/filler first began, motorcyclists have lived in fear. Warm weather causes the substance used in this process to become pliant and slick. Due to the hazards of this slickness, and the general crooked ‘snake-like’ nature of filled cracks, motorcyclists have dubbed them “Tar Snakes”.  In even the slightest of corners, motorcycles can slide until their wheels make contact with pavement. This is, of course, an unnerving feeling for the rider.  In a hard cornering situation, the results can be devastating for the motorcyclist. When a motorcycle in a leaning stance in a corner contacts a tar snake, it starts to lose traction which causes the motorcycle to lean even closer to the pavement. After the motorcycle crosses the sealant and makes contact with pavement, the resulting traction gain tends to stand the motorcycle upright. The force of this action can flip a motorcycle instantly.

Pieces of this material close to road edges have dislodged and caused crashes. A hard braking situation to avoid another vehicle, animal, or other obstruction can also lead to a loss and sudden regain of traction.  This loss and gain interferes with the dynamics of a 2-wheeled vehicle and can easily cause a crash. Autos and trucks on 4 or more wheels rarely experience a slide on sealant. But motorcycles on 2 wheels experience it every time they enter an area of improper repair.

How sealant is applied makes a significant difference. Wide applications make for larger slippery surfaces. In recent years, the “spider webbing” in a road surface that precludes a pothole has been filled over with crack sealant material creating a large patch. Such patches are even more dangerous to motorcycles.

Motorcyclists have some suggestions that may help:

• Add material with a grit that would aid in maintaining constant traction
• Use signage to warn motorcyclists that crack sealant has recently been applied
  • Our experience tells us that sealant that has been recently applied is most likely to be slick. Summer heat also exacerbates the danger.
• Cut out and replace “spider-webbed” areas rather than seal them
• Clean out and route cracks, and make fills as narrow as possible
  • Research suggests that over-banded crack seals fail faster, needlessly use more material than is necessary, and create a safety problem for motorists

Tar snakes are a grave problem for motorcyclists that are far underestimated and under-reported. We understand that funding for safety can be dependent on crash statistics. However, if a motorcycle remains rideable after a crash caused by traction issues with tar snakes, quite often the crash goes unreported for fear of increased insurance premiums because the motorcyclist is “at fault.” When crashes are reported, the motorcycle riding community incurs the financial burden of rising insurance costs although the problem is a structural one, not a behavioral one on the part of the motorcyclist. This fact should be seriously considered when looking for safety funds.

Tar snakes are dangerous and becoming more problematic as districts use this procedure to control costs. We understand that there is never enough money to keep our highways in good repair; however, safety should never be compromised for any road user. The way sealant has come to be used is far from safe for motorcyclists. There have already been injuries and damaged motorcycles as a result of tar snakes and “spider-web” patching, and if these practices continue, we fear that an unfortunate motorcyclist will lose a life. This is a risk that can be greatly reduced simply by implementing better methods for road repairs that do not cost much more than current methods.

The Idaho Coalition for Motorcycle Safety strongly urges that all state and local highway districts review current practices and make appropriate procedural changes that will enhance the safety of all road users.

Attention Local Highway Jurisdictions:

If you are experiencing large amounts of cracking, patching or deterioration please consider applying for a Local Rural Highway Investment Program (LRHIP) Grant. Applications are available online at www.lhtac.org/programs/lrhip and due at the end of November.

For questions regarding LRHIP please contact Laila Kral at lkral@lhtac.org or 208-344-0565.

• Quickly determine both minimum device spacing and minimum number of devices needed for merging, shifting, shoulder, or flagger operations.
• Calculate the number of devices you need.
• Customize your results to incorporate local standards.
• Learn about and apply best practices for stationary lane closures and short duration operations.
• Set up temporary traffic control areas.

DOWNLOAD THE WORK ZONE SAFETY APP SUITE
Visit Google Play or iTunes to download the FREE app today.

Work Zone Safety App Demo Video – watch it by clicking HERE.

Podcasts

Work Zone Safety Podcasts through the FHWA Grant are easy-listening audio files about work zone data collection, speed enforcement in work zones, safety considerations and operations, temporary work zone requirements, and more.

Check them out by following the link http://www.atssa.com/WorkZoneSafetyGrant/Podcasts

April’s innovation of the month is 3D Engineered Models, a basic building block of today’s digital highway that allows for faster, more accurate and more efficient planning and construction.

After encouraging the adoption of 3D Engineered Models in the second round of Every Day Counts, the Federal Highway Administration is continuing to promote the technology in EDC–3 to help the transportation community reap even more benefits.

In EDC-3, the focus is on three practices:

1. Using the as–found survey data from which 3D models are created for roadway inventory and asset management purposes

2. Incorporating schedule (4D) and cost (5D) information into models to enhance stakeholder communication, enable contractors to streamline construction schedules and improve cost estimates

3. Using post–construction survey data to correct design models and create accurate as–built drawings that include useful details such as subsurface utilities

FHWA offers technical support and tools to help transportation professionals use 3D technology:

• Visit the 3D Engineered Models (http://www.fhwa.dot.gov/construction/3d/) page for information on upcoming workshops, case studies, technical briefs, specifications and standards.
• Free web based training on 3D Engineered Models for construction (http://www.fhwa.dot.gov/construction/3d/wbt.cfm) focuses on topics of interest to new users of the technology.

Source:

http://www.fhwa.dot.gov/everydaycounts/edcnews/04032015.cfm