Abstract
The study focused on grade-level rural two-lane two-way three-leg and two-lane two-way four-leg stop-controlled intersections located in the flat area with a vertical grade of less than 5%. The goal is to calibrate one Safety Performance Function at these intersections by implementing a Generalized Estimating Equation with a binomial distribution and compare to the results with yearly expected crash frequencies by using models mainly refered to the scientific literature. The crash data involved 77 two-lane two-way intersections, of which 25 two-lane two-way three-leg intersections are without a left-turn lane (47 with left-turn lane), 5 two-lane two-way four-leg intersections without a left-turn lane (6 with a left-turn lane). No a right-turn lane is present on the major roads. Explanatory variables used in the Safety Performance Function are the presence or absence of a left-turn lane, mean lane width including approach lane and a left-turn lane width on the major road per travel direction, the number of legs, and the Total Annual Average Daily Traffic entering the intersection. The reliability of the Safety Performance Function was assessed using residuals analysis. A graphic outcome of the Safety Performance Function application has been plotted to easily assess a yearly expected crash frequency by varying the Average Annual Daily Traffic, the number of legs, and the presence or absence of a left-turn lane. The presence of a left-turn lane significantly reduces the yearly expected crash frequency values at intersections.
Highlights
Directive 2008/96/EC of the European Parliament and Council of 19th November 2008 on Road Infrastructure Safety Management identified the road infrastructures as the third pillar of road safety policy
AADT, number of legs, mean lane width, and CMFLTL were adopted as explanatory variables to predict the model
By the geometric treatments suggested by the HSM2010 to improve the ST intersections road safety conditions presented in Table 9, the SPF for intersections was implemented in an abacus (Fig. 3) showing the effects regarding yearly expected crash frequency reduction changing the value of the explanatory variables that refer to Table 9
Summary
Directive 2008/96/EC of the European Parliament and Council of 19th November 2008 on Road Infrastructure Safety Management identified the road infrastructures as the third pillar of road safety policy. This Directive makes a significant contribution to the Crash Reduction Target of Community by the European Parliament and the Council of the European Union Communication of 2nd June 2003, the European Road Safety Action Programme, Halving the Number of Road Crash Victims in the European Union by 2010: a Shared Responsibility. An important aspect of improving highway safety lies in designing the geometric features of roadways in response to the characteristics and behaviour of drivers. The research presented here focuses on identifying road strategies to improve road safety conditions at rural two-lane two-way three-leg (3ST) and four-leg (4ST) stop-controlled intersections that cover most of the intersections on the studied road network
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