Crash- and Simulation-Based Safety Performance Evaluation of Freeway Rest Area
Abstract
:1. Introduction
2. Literature Review
2.1. Design Criteria of Highway Resting Facilities
2.2. Studies on the Safety Performance Function (SPF) and Crash Modification Factor (CMF)
2.3. Studies on the Acceleration and Deceleration Lane Design Criteria of Highway Rest Facilities
2.4. Studies on Acceleration and Deceleration Lanes of Other Highway Facilities
3. Research Framework and Methodology
3.1. Research Framework
3.2. VISSIM Calibration and Validation
3.3. CMF Development Method
4. Data Preparation
5. Results and Discussions
5.1. CMF Development
5.2. Exploration of Crash-Based Safety with Simulation-Based Safety
5.3. Additional simulations
6. Conclusions
Author Contributions
Funding
Institutional Review Board Statement
Informed Consent Statement
Data Availability Statement
Conflicts of Interest
References
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Mainline Design Speed 100 km/h | ||
---|---|---|
Lengths of Deceleration Lane (m) | Lengths of Acceleration Lane (m) | |
Korea | 215 | 370 |
United States | 145 | 285 |
Japan | 140 (Minimum Length) | 230 (Minimum Length) |
Deceleration Lane | Acceleration Lane | |||||||
---|---|---|---|---|---|---|---|---|
Parameter | Mean | SD | Minimum | Maximum | Mean | SD | Minimum | Maximum |
ADT (veh/day) | 23,328 | 20,398.94 | 3452 | 95,767 | 22,694 | 18,834.82 | 3452 | 87,406 |
Length (m) | 177.55 | 42.55 | 50 | 350 | 225.89 | 71.16 | 90 | 480 |
Parallel-Type Deceleration Lane | Parallel-Type Acceleration Lane | |||||||
---|---|---|---|---|---|---|---|---|
Number of Crashes by Rest Area Sections | Mean | SD | Minimum | Maximum | Mean | SD | Minimum | Maximum |
Deceleration lane | 3.03 | 3.14 | 0 | 14 | 3.31 | 3.19 | 0 | 14 |
Inside the rest area | 0.73 | 1.21 | 0 | 7 | 0.78 | 1.19 | 0 | 7 |
Acceleration lane | 3.33 | 5.61 | 0 | 52 | 3.47 | 4.92 | 0 | 52 |
SPF with Length of Deceleration Lane | SPF with Length of Acceleration Lane | |||
---|---|---|---|---|
Parameter | Coefficient | SE | Coefficient | SE |
Intercept | −2.0972 | 0.8032 | −3.1192 | 0.8227 |
*Ln(ADT) | 0.0425 | 0.0105 | N/A 1 | |
*Ln(ADT) | N/A 1 | 0.0369 | 0.007 | |
Dispersion | 0.5938 | 0.3762 | ||
AIC | 441.4316 | 622.5627 |
Mainline Traffic Volume (vph) | 2000 | |||||||||||
Rest Area Traffic Volume Rate (%) | 2 | |||||||||||
Heavy Vehicle Rate (%) | 25 | 40 | 55 | |||||||||
Length of Deceleration Lane (m) | 160 | 170 | 180 | 190 | 200 | 210 | 215 | 220 | 230 | 240 | 250 | 260 |
Length of Acceleration Lane (m) | 240 |
Mainline Traffic Volume (vph) | 2000 | |||||||||||
Rest Area Traffic Volume Rate (%) | 2 | |||||||||||
Heavy Vehicle Rate (%) | 25 | 40 | 55 | |||||||||
Length of Acceleration Lane (m) | 240 | 255 | 270 | 285 | 300 | 315 | 330 | 345 | 360 | 370 | 385 | 400 |
Length of Deceleration Lane (m) | 180 |
MOE | Definition |
---|---|
Acceleration noise | · The standard deviation of acceleration for the average acceleration |
Jerk | · The rate of change of acceleration |
Collisions | · The number of collisions per unit distance (km) |
TTC | · The minimum time-to-collision value observed during the conflict |
PET | · The minimum post encroachment time observed during the conflict |
DeltaS | · The magnitude of the difference in vehicle velocities (or trajectories) |
MaxDeltaV | · The maximum DeltaV value of either vehicle in the conflict |
Mainline Traffic Volume (vph) | Rest Area Traffic Volume Rate (%) | Deceleration Lane Length (m) | |||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|
160 | 170 | 180 | 190 | 200 | 210 | 215 | 220 | 230 | 240 | 250 | 260 | ||
2000 | 2 | 2.850 | 2.770 | 2.708 | 2.641 | 2.584 | 2.556 | 2.541 | 2.499 | 2.445 | 2.407 | 2.441 | 2.441 |
3 | 2.838 | 2.777 | 2.725 | 2.650 | 2.589 | 2.565 | 2.552 | 2.509 | 2.461 | 2.422 | 2.456 | 2.424 | |
2400 | 2 | 2.842 | 2.776 | 2.745 | 2.645 | 2.590 | 2.606 | 2.601 | 2.519 | 2.528 | 2.439 | 2.475 | 2.427 |
3 | 2.862 | 2.788 | 2.757 | 2.640 | 2.581 | 2.589 | 2.582 | 2.489 | 2.491 | 2.390 | 2.417 | 2.382 |
Mainline Traffic Volume (vph) | Rest Area Traffic Volume Rate (%) | Acceleration Lane Length (m) | |||||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|
240 | 255 | 270 | 285 | 300 | 315 | 330 | 345 | 360 | 370 | 385 | 400 | ||
2000 | 2 | 16.137 | 16.098 | 15.742 | 15.760 | 15.623 | 15.772 | 15.534 | 15.508 | 15.561 | 15.385 | 15.338 | 15.391 |
3 | 16.209 | 16.309 | 15.897 | 15.668 | 15.571 | 16.125 | 15.574 | 15.517 | 15.419 | 15.342 | 15.270 | 15.497 | |
2400 | 2 | 16.249 | 16.338 | 15.788 | 15.841 | 15.734 | 16.215 | 15.857 | 15.609 | 15.596 | 15.598 | 15.599 | 15.552 |
3 | 15.817 | 15.886 | 15.715 | 15.742 | 15.695 | 15.562 | 15.527 | 15.473 | 15.329 | 15.366 | 15.283 | 15.233 |
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Kim, H.; Kwon, K.; Park, N.; Park, J.; Abdel-Aty, M. Crash- and Simulation-Based Safety Performance Evaluation of Freeway Rest Area. Sustainability 2021, 13, 4963. https://doi.org/10.3390/su13094963
Kim H, Kwon K, Park N, Park J, Abdel-Aty M. Crash- and Simulation-Based Safety Performance Evaluation of Freeway Rest Area. Sustainability. 2021; 13(9):4963. https://doi.org/10.3390/su13094963
Chicago/Turabian StyleKim, Hyeonseo, Kyeongjoo Kwon, Nuri Park, Juneyoung Park, and Mohamed Abdel-Aty. 2021. "Crash- and Simulation-Based Safety Performance Evaluation of Freeway Rest Area" Sustainability 13, no. 9: 4963. https://doi.org/10.3390/su13094963