Signal Spotlight: Bicyclists at Signalized Intersections

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Signal Spotlight: Bicyclists at Signalized Intersections

As towns develop multimodal transportation plans, signalized intersections should be considered. According to the 2021 Traffic Safety Facts published annually by the National Highway Traffic Safety Administration (NHTSA), 27% of bicyclist fatalities and 55% of bicyclist injuries occur at intersections. Signalized intersections are typically designed to accommodate motorized vehicles and pedestrians, but accommodations for bicyclists are rare. There are several ways signalized intersections can be designed to facilitate bicycle travel.

Bike Boxes
According to the National Association of City Transportation Officials (NACTO), a bike box is a “designated area at the head of a traffic lane at a signalized intersection that provides bicyclists with a safe and visible way to get ahead of queuing traffic during the red signal phase.”

A bike box is typically painted with an image of a bicyclist in white, sometimes with a green background, and places the rider in a conspicuous place in the intersection where drivers can see him or her.


Bicycle Detection
When intersections experience high vehicular volumes or speeds, they can sometimes be difficult for even experienced bicyclists to navigate. Bicyclists typically move slower than motorized vehicles and take longer to clear an intersection. Bicycle detection can be used to indicate when there is demand from a bicyclist to enter the intersection or to extend the green time on an approach to accommodate the slower speed of a bicycle. Vehicular loop detectors are calibrated to detect larger vehicles and do not always detect the presence of a motorcycle or bicycle, so bicyclists are detected using separate detectors.

Bicycle detectors are typically indicated using pavement markings, as discussed and illustrated in Part 9 of the MUTCD, to indicate the optimal position for the bicyclist to actuate the signal. Sometimes sign R10-22 is used to supplement these markings. Push buttons that bicyclists can press without dismounting are used in some cases, including some bike trail crossings in Connecticut where Rectangular Rapid Flashing Beacons (RRFB’s) are provided.

Bicycle Signal Faces
The current 2009 edition of the Manual of Uniform Traffic Control Devices (MUTCD) requires that traffic signal indications are arrow or circular. The MUTCD further states in Section 4D.07-F that, optionally, an 8” circular indication may be used for “a signal face installed for the sole purpose of controlling a bikeway or a bicycle movement.” Though they are not included in the current version of the MUTCD, bicycle-shaped indications are allowed under  Interim Approval IA-16.

This interim approval outlines the meaning of steady green, steady yellow and steady red bicycle indications; the allowable size, layout, placement and mounting height of the faces; and the allowable timing of the intervals associated with the bicycle faces. Under the Interim Approval, if an agency chooses to implement bicycle signal faces, they shall only be used where bicycles moving on a green or yellow signal indication in a bicycle signal face are not in conflict with any simultaneous motor vehicle movements, including right turns on red. Additionally, sign R10-10b is required for use with any bicycle signal face that is intended to control bicycles only, to reduce driver confusion.

Be sure to check next month’s Connecticut Crossroads for a Connecticut case study on bicycle signals from the City of New Haven.

If you have traffic signal systems questions, please contact:
Theresa Schwartz, P.E., P.T.O.E. – Traffic Signal Circuit Rider
(860) 486-4535 or theresa.schwartz@uconn.edu.

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Safety Matters: All-Terrain Vehicle (ATV) Safety

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All-Terrain Vehicle (ATV) Safety

All-terrain vehicles, or ATVs, are a popular mode of recreation across the country and here in Connecticut. Similar to other recreational activities, following safety procedures can keep a fun outing from turning into a tragedy. In 2019, according to the US Department of Transportation’s Fatality Analysis Reporting System (FARS), 259 people nationwide died in ATV crashes. That same year in Connecticut, there were four fatal ATV crashes and an additional twenty-nine injury crashes. So far in 2021, there have already been three reported serious injury or fatal ATV crashes in Connecticut. These crashes and the resulting injuries and deaths are preventable.

The ATV Safety Institute’s website has valuable information for parents of children who want to ride ATVS and for adults who want to ride as well. Learning how to properly handle the vehicle, the safety precautions one should take prior to and while riding it, and knowing the relevant state laws about ATVs are essential tools to keep the activity safe and fun.

As the summer approaches, outdoor recreation, including ATV riding, will increase. Proper training, following the above Golden Rules as well as the state laws, and keeping safety the number one priority will help ensure that all ATV riders and passengers make it home.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

Resources:

https://www.iihs.org/topics/fatality-statistics/detail/motorcycles-and-atvs

https://atvsafety.org/

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Safety Matters: The Safe System Approach: How to Achieve Zero Deaths

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The Safe System Approach: How to Achieve Zero Deaths

Everyone is familiar with the terms “Towards Zero Deaths,” “Road to Zero,” “Vision Zero” – but what do those terms really mean? They all imagine a world where our family, friends and neighbors don’t have to die on the roadways. In 2019 the National Highway Traffic Safety Administration (NHTSA) reported that there were over 36,000 traffic fatalities and over 6,200 pedestrian fatalities across the country. Here in Connecticut, the preliminary estimate for 2020 fatalities is 308. Although it may seem daunting to reduce those numbers to zero, it can be done. One of the ways we can accomplish this is by implementing the Safe System Approach.

The Safe System Approach has six basic principles as its foundation. It starts with the simple belief that death and serious injury on our roadways is unacceptable and that humans will make mistakes. These are statements that I think we can all agree on. Nobody should die or be seriously injured simply trying to get to work or school or home to their family. Humans are fallible and often make poor decisions; driving while distracted, while under the influence of drugs or alcohol, speeding and reckless driving can all lead to a serious or fatal crash. The reason crashes result in serious injuries or death is because humans are vulnerable, which is the third principle of the Safe System Approach. People have a limited ability to withstand and survive the impacts of a severe crash.

The fourth principle of the Safe System Approach recognizes that responsibility for safety is shared by many. Vehicle manufacturers, law enforcement, those who plan, design, build and maintain the roadways, emergency service personnel and the users of the system – each plays an important part in safety, but none of them can achieve it alone. Principle five is that safety is proactive. In order to achieve zero deaths and reduce serious injuries, we cannot wait for crashes to occur before we figure out why and how we could have avoided them. There are many tools available to help identify risk factors and mitigate them before a crash occurs.

Finally, the last principle of the Safe System Approach is that redundancy is crucial. This means that all the elements of a safe system work together but if there is a weakness in one, the others may be enhanced to compensate for that weakness. An example would be if a driver speeds (weakness), the roadway is designed in such a way that would reduce that driver’s potential for a serious crash (compensation).

In conjunction with these principles are the five elements of a safe system. These are directly related to the principles but target the specific areas listed below.

  • Safe Road Users – Users are all those who drive, walk, cycle, ride mass transit or use an alternative mode. Educating them and encouraging them to do so safely reduces the potential for crashes.
  • Safe Vehicles – Advancements in vehicle technology assist drivers to reduce crashes and protect drivers if a crash occurs.
  • Safe Speeds – Humans are no match for high-speed crashes. This is especially true for pedestrians and cyclists. Reduction in speed directly correlates to less severe crashes and fewer fatalities.
  • Safe Roads – Roads designed and built to account for human error result in fewer crashes and when they do occur, they are less severe.
  • Post-Crash Care – Emergency personnel responding quickly and efficiently reduces the possibility of a crash resulting in a fatality. This element also includes traffic incident management and crash investigation.

These principles and related elements of a Safe System Approach create a holistic approach of addressing safety by making it everyone’s responsibility and not placing the burden on one part of the system. Many of us are already implementing certain elements of this approach, but all of us should be using the Safe System Approach in order to get every one of Connecticut’s road users to their destination safely.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

Resources:

https://crashstats.nhtsa.dot.gov/Api/Public/ViewPublication/813021

https://safety.fhwa.dot.gov/zerodeaths/zero_deaths_vision.cfm

https://safety.fhwa.dot.gov/zerodeaths/docs/safety_systems_pres_rv012621.pptx

https://safety.fhwa.dot.gov/newsletter/safetycompass/2020/fall/#s2

https://www.ctcrash.uconn.edu/

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Signal Spotlight: Traffic Signals 101

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Signal Spotlight: Traffic Signals 101

On April 22, 2021 and April 23, 2021, participants from fifteen municipalities and the Connecticut Department of Transportation gathered for Signals 101, held at Firehouse 1 in Monroe. This class was the introductory workshop for Level One of the Connecticut Traffic Signal Technician Certificate Program. Though class sizes were limited due to social distancing restrictions, we were able to accommodate the participants over two days.

A total of 31 participants discussed the “anatomy” of a traffic signal, including the major components inside and outside the signal cabinet. Joe Balskus, PE, PTOE explained the history of traffic signals and the various models of traffic signal controllers, as well as other aspects of signal systems. Mark Zampini of the CT DOT Traffic Signal Lab loaned a controller cabinet to the program, allowing for a hands-on demonstration of the electronic equipment and features within the cabinet.

One of the most rewarding aspects of offering this new certificate program is seeing professionals from across the state come together to share their knowledge and experience. Lee Brow, from the Town of East Hartford, was recently promoted into the Alarms Division of the Fire Department where his duties will include providing maintenance to the town’s traffic signals. With a background as an FAA certified Airframe and Power plant Mechanic he knew the basics of electronics. He told me, “The Signals 101 workshop gave me a base to start to build from. I now have a basic idea of what’s going on inside the cabinet and how to start the troubleshooting process. The workshop has taken the intimidation factor down for me and I am excited to receive more training and education on traffic control devices.”

Dale Wadowski, of the Bristol Police Department, has maintained the city’s signals for a number of years. This was the first time he had the opportunity to attend formal classroom instruction of this kind and was happy to discuss his experiences with others. Stephen Frycz, Traffic Signal Supervisor for the City of Stamford, serves on the advisory committee for the Traffic Signal Circuit Rider program and was among the more experienced technicians participating in the workshop. Throughout the two days, he and other veterans in the field compared notes on the parts and equipment their municipalities are using and how they have solved various issues in the field. CT DOT engineers and technicians of varying levels of experience were also in attendance, sharing insights from their knowledge of the State’s infrastructure and traffic signals projects.

The schedule for the three remaining workshops is provided below:

Traffic Signal Operations and Reading Signal Plans

5/25/2021 – South Windsor

5/26/2021 – Farmington

Operational Safety and Basic Electricity

6/22/2021 – Southbury

6/23/2021 – Wethersfield

Traffic Signal Construction

Fall Date(s) TBD

Completion of all four workshops is required to earn the Traffic Signal Technician Certificate. Classes may also be taken individually, if desired. To sign up, visit the T2 Center’s website where registration is now open for all scheduled sessions. We look forward to hosting these future workshops and seeing our first graduates from Level One of the program!

Do you have a traffic signal-related question? Would you like to share a signal project you’ve been working on? If so, email Theresa.schwartz@uconn.edu and your town may be featured in a future Signal Spotlight!

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Sustainable CT: Fostering Cleaner and More Diverse Transportation

Sustainable CT: Foster Cleaner and More Diverse Transportation

What do the City of New Britain’s Beehive Bridge, shared parking in the Town of Killingly, and the Town of North Stonington’s walkability audit all have in common?  They are all thoughtful local initiatives that earned recognition in Sustainable CT.

Sustainable CT is a statewide initiative that inspires and supports communities in becoming more efficient, resilient and inclusive. It also recognizes those communities  for their sustainability achievements. Using a broad definition of sustainability, the program provides a menu of coordinated actions across thirteen sustainable impact areas, ranging from inclusive community building to clean and diverse transportation.  

Sustainable CT’s menu of actions build local economies, social justice and respect the finite capacity of the environment. Here is a list of those actions that fall within Sustainable CT’s transportation category, with an inspiring municipal success story accompanying each.

  • Action 6.1: Implement Complete Streets — The City of New Britain’s Beehive Bridge is a $7.5 million project completed in the Fall of 2019 to renovate its Main Street overpass over Route 72 and thereby reconnect the two sides of downtown New Britain. Complete Streets improvements for this project include: placemaking efforts through the addition of large, historically inspired sculptures; creating architectural pedestrian enclosures; widening sidewalks on both sides of the overpass; adding bicycle lanes; and adding two pocket parks on the East Main Street side of the bridge. The project also improved pedestrian access to the downtown New Britain CTfastrak Station. 
  • Action 6.2: Promote Effective Parking Management — The Town of Killingly implemented a parking allowance permitting contiguous parcels to share parking and or utilize public parking options within 200 ft of the property. This allows more space to be left as pervious surface for green space or future development.   
  • Action 6.3: Encourage Smart Commuting — The Town of Greenwich has implemented several incentives and amenities to encourage municipal employees to engage in alternative commuting strategies. Aligned with the Transportation Leaders Program, the Town designated an on-site point of contact for employee commute inquiries, made alternative commute information available, and provided municipal vehicles for offsite meetings and deliveries to employees who do not commute by personal vehicle. Additionally, the Town provided a designated bicycle parking area, pre-tax payroll deductions for employee commuting costs, and shuttle services for employees.
  • Action 6.4: Support Zero Emission Vehicle Deployment — The City of Hartford provides several electric vehicle charging stations in public locations. The city’s zoning regulations mandate that all new development provide for electric vehicle charging stations designed in accordance with 4.20.7.B, with varying requirements for percentage of total parking spaces with Level 1 or Level 2 charging stations for different building types. 
  • Action 6.5: Promote Public Transit and Other Mobility Strategies — The Town of North Stonington conducted a walk audit in the greater village area. Residents walked 4 routes that included community hallmarks such as schools, the library, a farm stand, and the recreation center. The audit sparked conversation about the walkability of the town and will inform decisions around community walkability moving forward.
  • Action 6.6: Manage Municipal Fleets — The Town of East Hartford implemented a municipal fleet management strategy that will enforce an anti-idling policy, modernize the town fleet by retiring aged vehicles, and improve equipment specifications focusing on reducing emissions, fuel efficiency and more durable/sustainable replacements. Other strategies include ensuring vehicles are operating in the most fuel efficient manner, implementing a fleet vehicle replacement plan that adheres to upgraded efficiency standards, and right-sizing town fleet with the intention of using the least amount of equipment possible. 

For additional inspiration, visit Sustainable CT’s searchable database of transportation initiatives and other local sustainability projects.  There, you can view the progress of the one-hundred twenty-one municipalities that have registered for the program, representing 83% of the state’s population. Collectively, sixty-one municipalities, over 36% of the state’s communities, have earned Sustainable CT certification since 2018. Certification lasts for 3 years.

Sustainable CT is managed by the Institute for Sustainable Energy at Eastern Connecticut State University and independently funded, with strong support from its three founding funders: the Emily Hall Tremaine Foundation, the Common Sense Fund, and the Smart Seed Fund.  

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Safety Matters: May is National Bike Month

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May is National Bike Month

With spring’s warm weather finally upon us, more people can be seen enjoying it by walking, running and biking. Biking is much more than just a recreational activity; it is a means for people to commute for work, access mass transit, get to school and move around their community. Cycling is also good for the environment, as it reduces vehicle congestion and emissions and provides health benefits. To celebrate and recognize all that bicycling offers, the League of American Bicyclists has designated May as National Bike Month.

In Connecticut, there are ten communities recognized by the League of American Bicyclists as Bicycle Friendly, the list of which can be found on the League’s website here. What does it mean to be a designated Bicycle Friendly Community? It means that these municipalities have focused on making cycling better by way of bicycle laws and ordinances, education, bicycle infrastructure and active bicycle advocacy in their community.

As cycling becomes more prevalent and communities strive to keep up with the demand, safety must be at the forefront. Educating both cyclists and drivers on safe behavior and the rules of the road can go a long way in improving safety on our roads. Watch for Me CT has many resources and valuable tips to assist communities with bicycle education. You can find these on their website at https://watchformect.org/bicyclists/.

Another way to ensure safety is through bicycle infrastructure. Of the over 840 fatal cyclist crashes in 2019, sixty-five percent occurred on major roads other than interstates and freeways. By providing bicycle infrastructure such as bike lanes, shared-use paths, applicable pavement markings such as sharrows, signage and bike signals, towns and cities improve bicycle safety. These measures improve safety for other users as well. When a designated bike lane is present, cyclists are less likely to ride on the sidewalk and impact pedestrians. Where proper signage and pavement markings are installed, vehicle drivers are made aware of the presence of cyclists and can adjust their driving behavior accordingly rather than being surprised by the presence of a cyclist.

Now is the time to start to think about where improvements can be made on your roads. In 2019, the highest percentage of bicycle fatalities occurred in July and August. As municipalities repave roads, consideration can be given to decreasing lane widths to add bike lanes, adjusting pavement markings or adding sharrows. To see some local examples of bicycle infrastructure and get some ideas of what you can do in your community, visit the T2 Center’s website.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

Resources:

https://bikeleague.org/

https://watchformect.org/

https://www-fars.nhtsa.dot.gov/Main/index.aspx

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Signal Spotlight: Bristol Evaluation and Retiming of City-Owned Traffic Signals

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Signal Spotlight: Bristol Evaluation and Retiming of City-Owned Traffic Signals

The City of Bristol Public Works Department recently undertook a project to inventory and retime each of the city’s 36 signalized intersections. The goal of the project, which took approximately six months to complete (during the pandemic), was to create an inventory of the City’s traffic signal assets and to retime the signals to improve efficiency and reduce delay. Additionally, the project included training Public Works personnel to program the new signal timings into the controllers.

Much of the City’s traffic signal stock is over 20 years old, driving an increase in requests for maintenance. In recent years, the City worked to fully replace two signals in the downtown area. A few years ago, City staff noticed areas of congestion where the traffic signals were not operating as designed. The Public Works Department improved operations by installing video detection at 17 of the 36 signalized intersections to replace damaged, non-functioning loop detectors. The signal retiming project was the next logical step toward providing low-cost improvements to traffic signal operations and maintenance.

Public Works Director Ray Rogozinski notes that traffic signal retiming is one of the most cost-effective methods to improve traffic flow throughout a municipal roadway network. Indeed, according to NCHRP Synthesis 409: Traffic Signal Retiming Practices in the United States published in 2010, for most agencies traffic signal retiming costs $3,700 or less per intersection. A study of 26 projects in Texas showed an overall benefit/cost ratio of 38:1. A total of $1.7 million was spent among the projects, which resulted in average delay reductions of 19.4 percent, an 8.8 percent reduction in number of stops, and a 13.3 percent reduction in fuel consumption.

In the case of Bristol’s signals, the cost for the retiming study was $65,500 for 36 traffic signals, or $1,819 per intersection. This does not include the labor to reprogram each controller, which is expected to be performed by in-house forces. The Department plans to conduct spot evaluations after the retiming work is complete to assess the improvements in performance.

One recommendation of the inventory report produced as part of the project was a phased replacement of older traffic signals in the city’s downtown.  In February, the City submitted a CMAQ application for a downtown signal system modernization project. The primary objective will be to improve traffic operations at six intersections in the downtown area to accommodate anticipated future developments and increased traffic due to a recent Bristol Hospital project.

The report also includes a list of necessary short-term improvements. These include securing access covers, replacing pedestrian push buttons and signage, applying sealant, replacing a malfunctioning pedestrian signal head, trimming vegetation to improve sight lines, and replacing a damaged controller unit. The Department of Public Works will be requesting funding this year to address these recommended improvements. Armed with information gained through the signal retiming project, City staff and leadership can plan future investments and improvements that will undoubtedly benefit residents and visitors to the city for years to come.

Do you have a traffic signal-related question? Would you like to share a signal project you’ve been working on? If so, email Theresa.schwartz@uconn.edu and your town may be featured in a future Signal Spotlight!

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Signal Spotlight: Flashing Yellow Arrows Coming to an Intersection Near You

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Signal Spotlight: Flashing Yellow Arrows Coming to an Intersection Near You

What is a flashing yellow arrow?

The figure on the left below shows a typical “doghouse” display used for permitted-protected left turn phasing in Connecticut. When the green ball is indicated, left turning vehicles must yield to oncoming traffic. The figure on the right shows the typical arrangement for a permitted-protected left turn using a flashing yellow arrow. When the left turn movement is permitted, the flashing yellow arrow is displayed.

Why are flashing yellow arrows used?

Engineers design traffic signals with permitted-protected left turn phasing because it can increase the traffic capacity at an intersection, but it can also create an issue known as the “yellow trap.” The yellow trap occurs when a left-turning driver enters the intersection with a green indication to wait for a gap in the oncoming traffic. When the signal turns yellow, the driver mistakenly believes oncoming traffic also has a yellow indication. The driver expects the opposing traffic to slow down and stop, so he or she makes the left turn and is t-boned by an oncoming vehicle.

A comprehensive research project was conducted in 2003 to study the use of various left turn displays for permitted-protected left turn phases and is discussed in NCHRP Report 493: Evaluation of Traffic Signal Displays for Protected/Permissive Left-Turn Control. According to the study findings, the flashing yellow arrow was the most effective and easily understood display for the permissive left turn movement.

A flashing yellow signal typically means “proceed with caution” and drivers intuitively interpret the flashing yellow arrow to mean the same. Those who misinterpret the flashing yellow arrow typically think it means “wait,” which is a safer failure than assuming one has the right of way.  

A followup study, summarized in the technical brief Safety Evaluation of Flashing Yellow Arrows at Signalized Intersections, FHWA-HRT-19-035 published by the Federal Highway Administration in 2020, concluded that replacing the traditional signal displays used for permissive or permissive-protected phasing with those including the flashing yellow arrow reduces left-turn crashes by 15-50 percent, depending on the type of intersection.

Are flashing yellow arrows required by the MUTCD?

The North Carolina NCUTCD issued interim approval for implementing the flashing yellow arrow in 2006, and Maryland, Florida, Oregon, and Arizona began testing in the field. It was then incorporated in Section 4D of the 2009 version of the MUTCD. While agencies are not required to provide flashing yellow arrow displays for permissive left turn movements, many states and local agencies have adopted use of the flashing yellow arrow as a standard practice. The Connecticut Department of Transportation will soon implement its first flashing yellow arrow displays as part of signal upgrades under state project number 0007-0250 on the Berlin Turnpike (Route 5) in Newington.

Do you have a traffic signal-related question? Would you like to share a signal project you’ve been working on? If so, email Theresa.schwartz@uconn.edu and your town may be featured in a future Signal Spotlight!

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Safety Matters: CTDOT Local Road Programs

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CTDOT Local Road Programs

Recently, the Connecticut Department of Transportation (CTDOT) Division of Traffic Engineering solicited feedback from municipalities on two programs focused on locally-owned roads. The first was to gauge interest in a future Rectangular Rapid Flashing Beacon (RRFB) safety improvement project. The second was to identify eligible local roads with horizontal curves for improved curve delineation. As the CTDOT continues to move towards systemic applications of safety improvements, they are working to include local roads in these programs. Since from 2016 to 2018, approximately 50 percent of the fatal and serious injury crashes in Connecticut occurred on municipally-owned and maintained roadways, this is an important safety initiative and one that municipalities should be aware of and participate in.

Systemic applications are a change from the traditional way of applying countermeasures. In the past, a countermeasure would be considered for a location that had already experienced crashes of a type correctable by that countermeasure. For example, if a horizontal curve experienced a number of roadway departure crashes, it might have been considered for curve signage. A systemic approach takes a broader look at a system of roadways with similar characteristics and risk factors and applies the countermeasure to them, before crashes occur. In the simplest terms, a systemic approach is a more pro-active means of improving safety. The Federal Highway Administration has been encouraging states and municipalities to take a systemic approach, and the CTDOT has recognized the value in doing so on both state and local roads.

Although deadlines for submission on a few of the solicitations have passed, more systemic safety projects are coming. Project engineers at DOT are currently working on several projects and studies, and if you missed the previous opportunities, I would encourage you to not miss these. The projects were developed based on a data-driven process under the Highway Safety Improvement Program (HSIP) in three different program areas: Intersection Safety, Pedestrian Safety, and Roadway Departure. Below is a summary of those efforts along with the respective project engineer’s contact information.

Proposed ProjectDesign/Construction Project/or StudyLetter Sent to Municipalities?Participation Request DeadlineProject Engineer
Traffic Signal Change Interval
Re-Timing
ProjectYes – Sent 2/25 – Request for signalized intersection locationsMarch 25thstephen.bruno@ct.gov
Traffic Signal Safety ImprovementsStudyWill use information from towns as requested in letter regarding the Change Interval
Re-Timing project; then outreach once study begins
See abovebalazs.martai@ct.gov
Signing/Stripping at Unsignalized IntersectionsProjectNot yetTBDfrederick.kulakowski@ct.gov
RRFBProjectFollow-up letter sent 3/3 – deadline extendedMarch 19th yiu.ng@ct.gov (Kevin)
Pedestrian Improvements and Removal of Programmed Flash @ Signalized IntersectionsStudyOutreach to towns once study beginsN/Abalazs.martai@ct.gov
Road DietsStudyOutreach to towns once study beginsN/Apeter.brazaitis@ct.gov
Horizontal Alignment SigningProjectYes – Request for Information sent 2/23March 19thclaire.sylvestre@ct.gov
Centerline Rumble StripsProjectRequest for participation sent to all townsDeadline has passed. Not accepting new applicationspatrick.onwuazor@ct.gov

If you have any questions on these projects, you can reach out directly to the project engineer listed above. Any general program questions can be directed to Joseph Ouellette, State Safety Engineer at TrafficSafety.DOT@ct.gov.

Every step a municipality can take towards improving safety could mean saving a life. Together, CTDOT and you can continue work to reduce fatal and serious injuries on all public roadways.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

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Safety Matters: Using Speed Display Signs for Speed Management

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Using Speed Display Signs for Speed Management

Speeding is a problem across the country, on every type of roadway and in every type of community. In an effort to address speed-related crashes on Connecticut’s rural roads, in coordination with the CT DOT, the T2 Center’s Safety Circuit Rider program has launched a Speed Display Sign Program. The two-year program will provide two signs, along with training on their use and benefit, to each of the 119 Connecticut towns with rural roads. Additionally, regional speed management trainings will be offered to all towns receiving signs to provide a broader speed management strategy.

Speed display signs are recognized by the Federal Highway Administration as an effective countermeasure to address speeding. They have been shown to reduce speeds by up to 5 mph and can be utilized in conjunction with other speed management tools to further reduce speeding. For more information, click here.

These signs help remind the driving public of the posted speed limit and how fast they are driving in relation to that speed limit. They can be an important educational tool in getting the public to slow down on roads where speed can often end in a crash. Since the signs also collect data, towns can identify problem areas and the most effective times of day for speed enforcement.

At this time there are twelve towns in the state that have received their signs, ten in the Capitol region and two in the Southeastern region. Of those, five have installed their signs and more are scheduled to complete installations in the coming weeks. Towns that have received their signs have also been provided with a list of priority local road locations where speed-related crashes have occurred to assist them with determining where to install the signs. These locations have been identified for all of the eligible towns.

More sign deliveries are being scheduled as well. By the end of June, all of the towns included in the first year of the program will have their signs. The year two towns should start to receive theirs in July.

For more information and assistance with local road safety in your community, contact Melissa Evans, Safety Circuit Rider, at melissa.evans@uconn.edu.

Resources:

https://safety.fhwa.dot.gov/speedmgt/ref_mats/fhwasa16077/fhwasa16077.pdf

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