Section 3B.18 of the 2009 MUTCD contains basic information about crosswalk markings; however, some States adopt their own supplement or manual on traffic control devices and some develop policies and practices for subjects not discussed in the MUTCD, so differences in markings occur among States, cities, and other jurisdictions. 163 Exhibit 6-34. Late detection by aging drivers will result in erratic maneuvers such as lane weaving close to the intersection (McKnight and Stewart, 1990). Agent concluded that at rural sites, transverse pavement striping should be applied approximately 1,200 ft in advance of the STOP sign to significantly reduce approach speeds. With respect to ISD, the results showed the following: for Case I, the driver is not provided with sufficient time or distance to take evasive action if an opposing vehicle is encountered; and for Case II, adequate sight distance to stop before arriving at the intersection is not provided despite the intent of the standard to enable such action. (1996) provided a list of conditions that may lead a driver to misinterpret an intersection to be all-way stop controlled, which would justify a supplemental sign treatment. Markings commonly called "ladder" crosswalks (seeFigure 36) combine the transverse and continental to also increase visibility to approaching drivers. Seventeen younger drivers (age 24 or under) and 21 older drivers (age 55 or older) participated in trials that required them to brake in response to expected and unexpected events, that included a barrel rolling off of a pickup truck parked next to the roadway, an illuminated LED on the windshield, and a horizontal blockade that deployed ahead of them on the roadway. In addition, driver expectancy weighs heavily in favor of leading left turns, and driver confusion over lagging left turns results in losses in start-up time. The signal assembly with no backplate produced the longest reaction times. Total delays decreased by 45 percent, from 1.2 vehicle hours to 0.34 vehicle hours in the morning peak hour and from 1.09 vehicle hours to 0.92 vehicle hours in the afternoon peak. They note that while yield control has been found to be as safe as stop control at very low volumes, the safety impacts are not well established for higher volume levels. Van Houten, et al. At the conclusion of this research, the authors recommended a reduction in the design walking speed from 4.0 ft/s to 3.0 ft/s at locations where there is significant usage by aging pedestrians. A high-speed road is defined as one with speeds up to 62 mph, distances up to 787 ft, and sky luminances up to 10,000 cd/m2. A survey was administered in 15 senior centers in counties with high-speed roads within their boundaries. In an assessment of 83 drivers with arthritis, Cornwell (1987) found that 83 percent of the arthritic group used both hands to steer, 7 percent used the right hand only, and 10 percent the left hand only; in this study, more than one-half of the arthritic group required steering modifications, either in the form of power steering or other assistive device such as a smaller steering wheel. Crowley and Seguin (1986) reported that drivers over the age of 60 are excessively involved in wrong-way movements on a per-mile basis. Spatial relationships that determine available sight distance (McCoy et al., 1992). Hallmark and Mueller (2004) conducted a crash analysis to evaluate the impact of different types of left-turn phasing on older and younger drivers at high-speed intersections in Iowa. WebDecision Sight Distance. This finding underscores the need for larger lettering on street name signs, the use of overhead street name signs, and advance placement of street name signs. 159 Exhibit 6-29. Each photograph was taken from approximately the driver's eye location as if the driver were positioned as the first left-turn vehicle in queue in an exclusive left-turn lane. The PDO crashes at this site were all single-vehicle crashes that occurred because the vehicles entered the roundabout too fast.

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