A review of design speed based on observed behaviour
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1 A review of design speed based on observed behaviour Zita Langenbach Arup Paul Lewis NUI Maynooth NUIM Research Team Tim McCarthy Lars Pforte Paul Lewis
2 What is Design Speed? The speed which determines the layout of a new road in plan, being the speed for which the road is designed, taking into account anticipated vehicle speed on the road (PIARC) A speed selected as a basis to establish appropriate geometric design elements for a particular section of road (TAC) The maximum safe speed that can be maintained over a specified section of highway when conditions are so favourable that the design features of the highway govern. (AASHTO) Design Speed
3 What is Operating Speed? The speed at which free-flowing vehicles choose to drive on a section of roadway (TRB) The highest overall speed at which a driver can travel on a given highway under favourable weather conditions and under prevailing traffic conditions without at any time exceeding the safe speed as determined by the design speed on a section-bysection basis. (AASHTO) Operating Speed
4 What is Design Consistency? The conformance of a highway s geometric and operational features with driver expectancy (Wooldridge et al. 2003) The road alignment shall be designed to ensure that standards of curvature, visibility, superelevation etc. are provided for a Design Speed which shall be consistent with the anticipated vehicle speeds on the road (NRA TA 85/13) Design Consistency
5 Current NRA TD 9 approach to Design Speed
6 Alignment Constraint Calculation, Ac For Single Carriageways Ac = 12 - VISI/60 + 2B/45 where: B = Bendiness degrees/km VISI = Harmonic Mean Visibility, m Alignment Constraint
7 Layout Constraint Calculation, Lc L Low Access 5 per km M Medium Access 6 to 8 per km H High Access 9 per km Layout Constraint
8 Selection of Design Speed Table 1/1 Selection of Design Speed (Rural Roads)
9 Difficulty with current TD 9 approach N52 Mullingar to Delvin km/hr Poor correlation between computed & actual speed profiles Distance at 5m sampling points Computed Design Speed (VTD9) Actual Average Velocity Current TD9 Approach
10 Contemporary Approaches to Design Speed Calculation in other Countries
11 Different Approaches to Design Speed Calculation Author Country Year Model Parameters Wooldridge et al USA 2003 V85 R, Fitzpatrick et al USA 2000 V85 R,K,G Krammes et. al USA 1998 V85 DC,LC,DF,L,VT TAC Canada 2013 V85 LC,R Dell Aqua et al. Italy 2012 V85 CP,Venv,CCR,LW, LT BAST Germany 1984 V85 CCR,LW Setra France 1986 V85 CCR Lamm et al. Greece 1995 V85 CCR McLean et al Australia 1979 V85 R, VF Different Approaches to Design Speed Calculation
12 Leisch and Leisch (1975) Operating-speed-based rural alignment consistency procedure 1. Within design speed, the potential average automobile speeds should not vary more than 16 km/h. 16 km/h (10mph) rule 2. When a reduction in design speed is necessary it should be no more than 16 km/h. 3. Average truck speeds should be no more than 16 km/h lower than average automobile speed. Leisch and Leisch (1975) Operating-speed-based rural alignment procedure
13 Further Operating Speed Models Lamm et al (1988) Refined German scheme applied in USA Rating D V85 Good D < 5º V85 < 10km/h Fair 5º < D < 10º 10km/h < V85 < 19km/h Poor D > 10º V85 > 19km/h Faghri et al (2004) Maximum 10km/h difference between two successive sections recommended Further Operating Speed Models
14 Canadian Operating Speed Approach (2007) Can alignment be modified? No Select Design Speed Select Design Parameters for Highway geometric Elements Yes Trial Alignment No Estimate 85th Percentile Speeds Satisfactory Alignment Final Design Yes Check consistency. Does estimated speed match design speeds Canadian (TAC) Operating Speed Approach (2007)
15 Operating Speed Model Austroads Length of Road to be analysed 2. Section Operating speeds Potential section operating speeds Section 1 Section 2 Section 3 S4 S5 S6 S7 Section 8 89km/h 93km/h km/h Operating Speed Model Austroads 2003
16 Operating Speed Model Austroads Acceleration on straights 4. Deceleration on curves Operating Speed Model Austroads 2003
17 Operating Speed Model Austroads Predicted operating speeds are finalised Operating Speed Model Austroads 2003
18 New Methodology For Design Speed Calculation Interim Results
19 Safe Profile Velocity (V sp ) Represents the average safe profile velocity of any route captured under ideal conditions: Good Weather & illumination Traffic free Alert driver, Low workload Safe but progressive driving (remain under posted speed limits) Over-taking not allowed V sp can be loosely compared with V 85 Safe Profile Velocity (V sp )
20 How to generate Safe Profile Velocity (V sp ) It is difficult to generate V sp for any route with a single pass since, in reality, we experience Slow vehicular traffic Other road users (pedestrians, cyclists, agriculture machinery) Traffic movement at Junctions, entrances Animals & Other transient events How to generate Safe Profile Velocity (V sp )
21 How to generate Safe Profile Velocity (V sp ) Drive 2 or 3 times Different drivers Different dates and times GPS trace of route Recording video can help significantly (e.g. Ubipix) Stack all GPS traces Compute maximum velocity (in this case at 5m) How to generate Safe Profile Velocity (Vsp)
22 Using Ubipix to acquire GPS encoded road video Support Multiple Mobile devices Cloud-based GeoMedia Platform GPS + Video Automated Upload & Publishing Using Ubipix to acquire GPS encoded road video
23 Ubipix used to capture V sp Passing-out cyclist Ubipix used to capture V sp
24 Ubipix used to capture V sp Slow Traffic in front Ubipix used to capture V sp
25 How to generate Safe Profile Velocity (V sp ) N81 Blessington to Baltinglass Resulting V sp Driver-1 GPS stack of 3 X GPS Traces Driver-2 Driver-3 How to generate Safe Profile Velocity (V sp )
26 Existing design speed (V TD9 ) computation Shortcomings of current TD 9 Approach Existing (TD9) approach determines design speed v TD9 based on horizontal alignment, sight distance, entrances and road width on sections of at least 1 km length Even though it works well at high speeds, it misses local variability, since values above are averaged over the 1km section v_td9 VSP Existing design speed (V TD9 ) computation N52 Mullingar-Delvin, v TD9 versus V sp
27 Enhanced theoretical design speed (V design ) computation using Sight Distance Background to an enhanced design speed (v design ) computation Sight distance is a critical component to safe driving A velocity is safe if the stopping distance is less-than or equal-to the sight distance so, we find velocity v max such that stopping distance equals sight distance, using the following formula: where s is sight distance in metres, d is deceleration in m/sec 2 and t is Reaction Time in seconds A deceleration of d=5 m/sec 2 and a reaction time of t=1.5 sec are used Enhanced v design =min(v TD9, v max ) Enhanced theoretical design speed (V design ) computation using Sight Distance
28 Enhanced theoretical design speed (V design ) computation using Sight Distance v_td9 VSP N52 Mullingar-Delvin, V TD9 versus V sp Improved correlation DESIGNSP VSP N52 Mullingar-Delvin, V design versus V sp Enhanced theoretical design speed (V design ) computation using Sight Distance
29 Research Test Routes N81 Brittas-Blessington-Baltinglass N52 Tyrrelspass-Mullingar-Delvin R406/405 Maynooth-Straffan-Kill National Routes reviewed
30 Results N81 Blessington Baltinglass V sp versus V design DESIGNSP VSP Baltinglass - Blessington DESIGNSP VSP Blessington - Baltinglass Algorithm
31 Results N52 Delvin to Mullingar V sp versus V design DESIGNSP VSP Delvin - Mullingar km/hr zone DESIGNSP VSP Mullingar - Delvin Algorithm
32 Results Maynooth Kill (Naas) V sp versus V design Maynooth - Kill DESIGNSP VSP Straffan Village DESIGNSP VSP Kill - Maynooth Algorithm
33 Results N52 Tyrellspass to Mullingar V sp versus V design DESIGNSP VSP Algorithm
34 Consistency Measured using severe Deceleration Delvin to Mullingar Acceleration derived from V sp profile Define a deceleration threshold value of say, -1.5m/sec 2 These zones require closer examination Consistency Measured using severe Deceleration
35 Summary NRA initiated a research project to develop a new approach to computing Design Speed along National Roadways Developing a methodology for collecting and processing safe profile velocity (V sp ). Need to ensure robust minimum sample size Devising a more comprehensive theoretical approach to computing Design Speed based on Sight Distance. This needs to be enhanced to take into account vertical alignment, width, entrances etc. Examining Design Consistency along route using deceleration derived from V sp. Need to extend this to include road geometric elements, sight distance etc Can now begin to compare all of the above dynamic & static information to get a better understanding of the safety performance of road networks Summary
36 Thank You Any Questions
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