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THLQIC

This is to certify that the
thesis entitled
"A Study of Driver Behavior in Highway
No-Passing Zones"

presented by

James W. Burge

has been accepted towards fulfillment
of the requirements for

_ l-f.S ' degree in _C 0.3.. .

 

A STUDY OF DRIVER BEEAVIOR

IN stfiwiy Ko-PASSIIG 2033

By
JAMES WILLIAM BURGE

AN ABSTRACT

Submitted to the College of Engineering of Michigan
State University of Agriculture and Applied Science
in partial fulfillment of the requirements

for the degree of

MASTER OF SCIENCE

Department of Civil Engineering

1956

APPROVED

 

JAKES W. BURGE ABSTRACT

It is the policy of the Michigan State Highway
Department to install a reflectorized sign stating "do not
pass", on the right shoulder of the roadway at all no-pass-
ing zones. This is used in conjunction with pavement

markings.

The Michigan State Highway Department received sev-
eral letters from motorists suggesting that a similar Sign

be placed on the left shoulder of the roadway.

It was decided that a study should be conducted to

determine if the additional sign would be of value.

Test areas with one and two signs were studied and
the per cent of drivers violating the no-passing zones in
each area determined. It was found that the signs had a
definite effect on motorist behavior. The additional
signs reduced violations of no-passing zones on three-lane

highways an average of forty per cent.

In two-lane highway areas the per cent of zone vi-
olations was so small that it was decided that the addi-
tional sign could be eliminated from consideration for

two-lane highways.

A study of accidents occurring on three-lane high-
ways was conducted to supplement the field study. The re-

sults of the accident study indicated that almost one third

JAKES W. BURGE ABSTRACT

of all accidents on three-lane highways in rural areas in-
volve passing maneuvers. In 1955, over one passing acci-

dent per mile of three-lane pavement occurred.

It was decided on the basis of the total number of
passing accidents that the additional sign should be rec-

ommended for installation on three-lane highways.

A STUDY OF DRIVER BEHAVIOR

IN HIGHWAY NO-PASSING ZONES

By
JAKES WILLIAM BURGE

A THESIS

Submitted to the College of Engineering of Michigan
State University of Agriculture and Applied Science
in partial fulfillment of the requirements

for the degree of

MASTER OF SCIENCE

Department of Civil Engineering

1956

ACKNOWLEDGMENTS

It is difficult for me to express my full appre-
ciation to the many individuals who aided me in the prep-

aration of this thesis.

I would like to extend special thanks to Walker
Wright of the Michigan State Highway Department and Orin
Lucas of the Michigan State Police who aided me in the

preparation of the section dealing with passing accidents.

Joseph Marlowe and Robert Rigotti who initiated the
study and Harold Sundstrom.who assisted me in the collec-

tion of field data also provided invaluable assistance.

And to all the members of the Planning and Traffic
Division of the Michigan State Highway Department who
were always willing to help a green engineer, I can only

say it was a pleasure to be associated with you.

II

III

IV

VI

VII

TABLE OF CONTENTS

INTRODUCTION. . . . . . . . . .

REVIEW OF LITERATURE . . . . .

LETHOD OF STUDY 0 o o o o o o o
1. Definitions . . . . . ..
2. Conduct of Field Samples

3. Description of Test Areas

ANALYSIS OF FIELD DATA . . . .

PASSING ACCIDENTS STUDY . . . .

INDEX TO REFERENCES . . . . . .

Page.

12

ha

#7

'51;

56

II

III

IV

VI

VII

VIII

IX

LIST OF FIGURES

Sketch of Single Study Areas
Sketch of Double Study Areas
Location of Field Study Areas

Field Results in Three-Lane Problem

Areas

Field Results in Standard Three-Lane

Areas
Field Results in Two-Lane Areas
State of Michigan Accident Report Form

Daily Vehicle and Accident Distribution

Page

10

11

1L5

us

SO

51

Monthly Vehicle and Accident Distribution 52

Passing Accident Tabulations

53

INTRODUCTION

Each year the Michigan State Highway Department re-
ceives numerous letters from.motorists suggesting steps
they feel should be taken to improve our highways. Many of
these letters are valueless, but occasionally some of them
offer suggestions which later are adopted and become stan-

dard practice.

In this respect the profession of Traffic Engineering
differs from that of the structural engineer or the electri-
cal engineer. People are inclined to gaze on such profes-
sions with feelings of awe and deep respect. Not so with
respect to the traffic engineer. Citizens have the right
to drive and own automobiles and so they also feel they
have the right to make suggestions as regards traffic imp
provements. This often proves to be a deep headache to the
traffic engineer but occasionally it proves to be of great

benefit to him.

This thesis was originated due to such suggestions by

Michigan motorists.

It has been the practice of the Michigan State High-

way Department when installing highway no-passing zones on

two and three lane highways in areas of limited sight dis-

tance to install the standard yellow line to indicate the

location of a no-passing zone. In addition they also place
on the right hand side of the roadway a sign stating "do
not pass" at the beginning of the gone; and a sign stating

"pass with care" at the end of the zone.1

The "do not pass" sign will hereafter be referred to
as an R-h sign, its Michigan State Highway Department no-

menclature.

Many motorists have felt that the R-h sign was not in
the proper location to be effective. They felt that when a
motorist in a string of traffic or behind a large truck was
attempting to make a passing maneuver he was looking to the
left in order to see any Opposing traffic, and for this rea-
son the signs on the right were slipping by unobserved.
They felt that the addition of another R-h sign on the left
side of the roadway would reduce the number of violations

of no-passing zones.

If a driver whose vision was blocked by a truck would

swing out to pass he would be met by an R-h sign.

The value of the additional sign was debatable. Many
engineers felt that Michigan, by providing signs as well as
pavement markings, had more than adequately provided for no-

passing zones. Others felt that the value of the additional

sign would prove to be negligible. It has been felt by many

 

lMichigan Manual of Uniform Traffic Control Devices

traffic experts that there is such a thing as over-signing
an area and that an increase in the number of necessary

signs would only serve to reduce their over-all effective-
ness. Some engineers have stated that signs have no appre-

ciable effect on traffic.

It was decided that a detailed study should be con-
ducted in the field of driver behavior in no-passing zones
to determine if the extra sign was desirable and to esti-
mate what effect it might have in reducing accidents which

is the primary purpose of such devices.

REVIEW OF LITERATURE

Publications of the Highway Research Board and the
Institute of Traffic Engineers were checked to see if any
previous studies of this nature had been conducted. The
Highway Research Board furnished a list of publications

which would be of value.

The Missouri State Highway Department had conducted
a study2 to compare the effectiveness of their method of
pavement markings used to designate no-passing zones with
the national standard pavement markings as used in Mich-

igan. In Missouri, the pavement markings indicating a no-

passing zone are placed in the center of the driving lane

rather than adjacent to the centerline.

A comparison was obtained by observing test sections
on similar sections of trunkline and tabulating the number
of violations of each type of section. They found no ap-
preciable difference between the two systems of pavement

markings.

Detailed tests have been conducted to determine the
characteristics of passenger vehicles. One of the most

interesting tests utilized a multiple pen recorder with

 

2"Effect of Barrier-Line Location at No-Passing Zones",
Vol. 31, Hwy Research Bd, C.E. Prisk. pp. 356-37u.

detector tubes to determine the relative position of vehi-

cles as they passed through a test section.3

In this manner the time and distance required to com-

plete the average passing maneuver was determined.

Separate investigations had been made to determine
the characteristics of vehicle Operation on horigontalu and
vertical5 curves. In both tests multiple pen recorders in
conjunction.with tube detectors spaced along the highway

were used to determine vehicle speeds.

The tests were primarily concerned in determining
what changes in velocity take place as a vehicle traverses

a horizontal or vertical curve.

No studies to determine the effect of signs in no-
passing zones could be located. The number of accidents oc-
curring yearly in no-passing zones also could not be deter-
mdned from.available literature. It was felt that this re-
search.would have to be undertaken in order to arrive at any

conclusions as to the value of the additional signs.

 

3"Procedure Employed in Analysis of Passing Vehicles"
V01. 18: Hwy Research Bd, E.H. Holmes. pp. 368-370

h"Driver Performance on Horizontal Curves"
V01. 33, Hwy Research Bd, A. Taragin, pp. hhémkéé

"Speed Characteristics on Vertical Curves"
Vol. 32, Hwy Research Bd, 13.9.. Lereve. pp. 395413

METHOD OF STUDY

It was decided to conduct research in two separate
sections; a field study of motorist reaction to R-h
signs, and a check of accident records to determine what
types of passing accidents were most prevalent and what

steps could be taken to reduce them.

It was decided to conduct the field stucy by ob-
serving vehicles moving through no-passing zones and tab-
ulating the number of violations. Vehicles were observed

on both two and three lane highways.

The following definitions will prove helpful in
analyzing the field study.
(a) Definitions:

1. Partial Violation: Vehicle clips the ends
of the yellow line; vehicle swings out over
yellow line but fails to make complete cross-
over.

2. Full Violation: Vehicle completely passes
over the yellow line while passing another
vehicle; vehicle crosses over the yellow
line then returns to legal lane.

3. Single Study: A section of trunkline where

a study was conducted with a single standard

Sign in place; then following the addition

of a supplemental sign on the left side of

he roadway a follow-up study was conducted.

(See Figure l)

A. Double Study: A section of trunkline where

a comparison was obtained by observation of

motorists passing through a standard no-pass-

ing zone, then passing through an experimen-

tal zone. (See Figure 2)

(b) Conduct of Samples:

Two observers conducted the field Operation—
al phase of this study. Both observers were
well hidden from traffic and their department-
al car was out of sight. Vehicles were checked
by volume, or on an hourly basis, or both for
three classifications:

(l) Non-Violations

(2) Partial Violations

(3) Full Violations

Vehicles were classified as to passenger cars or
trucks. The sample taken was directional in all instances;
for example, in the case of the single study samples, one
observer counted eastward moving vehicles passing through
the standard R-h test zone and the supplemental R-h test
zone while the other observer did likewise for westward
moving vehicles. For double study samples, both observers

checked vehicles moving in one direction, one observer

stationed near a standard R-h zone and the other Obser-
ver located adjacent to an experimental R-h zone. This

method was followed for both directions of traffic.

Coordination between observers was obtained
through the use Of field radios supplied by the Michigan

State P01ice 0

Traffic flows were observed at various hours to
include both peak volume and normal day and night volume.

A study at dusk was also counted.

Two and three lane pavements were selected for the
study since they afforded an Opportunity to examine mo-

torist reaction under varying trunkline conditions.

In the selection of test sites, consideration was
given to problem areas, such as the US-16 and Meridian

Road junction, and the US-lO and M-h? junction.

The double study zones were located in areas in
which the succeeding nO-passing zones had similar char-
acteristics. Two were located on three-lane sections of
US-lO, and two were located on two-lane sections of US-27.

(See Figure 3 for location of test areas.)

The entire period Of field Observations was con-

ducted under excellent weather conditions.

 

 

SINGLE STUDY

BEFORE AFTER
SUPPLEMENTAL SUPPLEMENTAL
R-A R—L
INSTALLATION INSTALLATION
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R-h : R-h I ’R-h*
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* Additional Sign

gAFIGURE.1

 

 

 

 

 

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11

TEST AREA 100 ATIONS

 

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3-2 3-1

Test Area A-l: Single Study Problem Area three-lane highway.
Test Area A-2: Single Study Problem Area three-lane highway.
Test Area A-3: Double Study Test Section three-lane highway.
Test Area A-A: Double Study Test Section three-lane highway.
Test Area B-l: Double Study Test Section two-lane highway.
Test Area B-2: Double Study Test Section two-lane highway.

FIGURE 3

 

 

ver:

 

 

DOUBLE STUDY

 

 

 

 

BEFORE MODIFICATION . AFTER MODIFICATION
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* Additional Sign
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2..

 

“‘3 .45.

TEST AREA LOCATIONS

 

 

 

 

 

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11

Test Area
Test Area
Test Area
Test Area
Test Area

Test Area

" 43

 

 

 

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A—l:
A-2:
A-3:
A-L:
3-1:
3-2:

8-2 3-1

Single Study Froblel Area three-lane highway.
Single Study Problem Area three-lane highway.
Double Study Test Section three-lane highway.
Double Study Test Section three-lane highway.
Double Study Test Section two-lane highway.
Double Study Test Section two-lane highway.

FIGURE 3

12

TEST AREA A-l

This area was located approximately 19 miles east
of Lansing, Michigan at the intersection of US-16 and
Mkh7. This was a three leg intersection with a heavy
left turning movement from.US-16 to M—hY. Approaching
this intersection from the west therellow line marking
the no-passing zone was nearly obliterated and the no-pass-

ing zone sign had been removed.

Traffic approaching from the east on US-16 traversed
al2° horizontal curve. A hOO' transition distance was pro-
vided to allow right turns from.US-16 to M-h7. Throughout
the immediate area the general road surface was level. The
enclosed photographs of the area will give an idea of the

existing situation.

Traffic at this intersection was studied prior to
the installation of additional signs; then an after study
'was conducted. The study was conducted during early morn-

ing hours.

The primary problem for drivers at this intersection
were vehicles stopped in the center lane waiting to make a

left turn. This made a passing maneuver hazardous.

No speed limit existed at this location and the av-

erage speed of vehicles in this area as determined from

13

Michigan State Police reports was 50.1 mph.
The following data was obtained:

Single Sign Study conducted 23 June 1955 from.0700 to
083O hrs.
'Double Sign Study conducted 2h June 1955 from 0700 to

0830 hrs.

 

STUDY DIRECTIO}; NV a: FV :1 Cf. VIOL % TRUCKS

Before Eastbound 228 5 3 3.h 3h
After " 213 5 2 3.2 27
Before Westbound 317 17 7 7.0 19
After " 285 2 7 3.0 21

 

The eastbound traffic had only a slight reduction in
total violations while in the case of the westbound traf-
fic it was much more pronounced. The area as a whole had

a reduction in violations of 50 per cent.

The over-all per cent of violations for double
signed areas on three lane highways throughout the tests

averaged approximately three per cent.

One possible explanation for the low per cent of
violations in the eastbound direction is that drivers re-
alize that the center lane may be occupied by a left turn-
ing vehicle and for this reason they are reluctant to make

a passing maneuver.

* See Page 7 for explanation of tables.

 

  

     
 

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Length of Zone 479'

 

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16

TEST AREA A-2

This area is located on US-16 at the junction of
Meridian Road, approximately five miles east of Lansing,

Michigan.

A number of factors combined to make this a problem
location. Meridian Road did not cross at one definite lo-
cation, rather what existed was a pair of three leg inter-
sections. The area was further complicated by traffic in-
terferences from.the Red Cedar Tourist Park, and the Cedar

Bend grocery store and gas station.

Vehicles approaching from the east are confronted
with approximately 16 signs in a short distance. The en-

trance to North Meridian Road is partly obscured by trees.

Vehicles approaching from the west approach from a
downgrade followed by a slight curve. In the center of
the area is a $.ight dip of about three feet plus a

bridge, three lanes in width, crossing the Red Cedar River.

Four studies were made in this area. The first was
conducted to determine the percentage of violatiq1s occur-
ring with the present single signs in position. The second
study was made to determine what effect an additional sign
would have on drivers. The third study was made approx-

imately two months after the previous study to try and «

1?

ascertain whether the additional sign would tend to lose

its value after a certain period of time.

The fourth study was made at dusk to determine what

-per cent of passing violations occurred at this time.

No speed zone existed through the area and the av-
erage speed of vehicles through the area exceeded 53 mph.

The following data was obtained:

Single Sign study conducted 23 June 1955 from 1600 to
1730 hrs.

Double Sign study conducted 29 June 1955 from.l600 to
1730 hrs. '

Double Sign study conducted 2h August 1955 from 1600 to

 

 

 

 

1730 hrs.
STUDY DIRECTIQN 51' 31. 31. % VIOL % TRUCKS
Before Eastbound 8h1 16 13 3.3 7.7
29 June " 781 2 13 1.9 6.2
24 August " 807 7 6 1.6 6.1
Before Westbound 397’ 13 8 5.0 13.2
29 June " h12 5 5 2.h 12.9
2h August " A69 13 h 3.5 16.9

 

The dusk study was conducted October 13th and 19th

for a 55-minute period.

 

DIRECTION gy_ FV 31. % VIOL g TRUCKS

Eastbound h06 2 2 1.0 7.5
Westbound 227 5 2 3.0 17.6

 

18

'The results of the tests conducted during daylight
hours were very gratifying. The average per cent of vi-
olations dropped from 3.9 to 2.05. The test conducted
two months later had a per cent of violations of 2.30,
indicating that the signs tended to retain their effect

upon drivers.

One of the probable reasons for the effectiveness
of the signs in this area was the fact that the addition-
al signs were in a location in which they were not comp

peting with additional Signs for driver attention.

The dusk study had an average per cent of violations
of 1.75 indicating that drivers are reluctant to pass un-
der a condition of near darkness. Six of the seven full
violations in the dusk study occurred in the last fifteen
minutes of the study after many opposing drivers had
turned on their headlights and the visibility of the signs
had been sharply reduced. For this reason it is felt that

the additional signs would have little value after dark-

ness.

 

 

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21

TEST AREA A-3

This area is located on US-l6 approximately two
miles east of East Lansing, Michigan. It is characterized
by slight dips of short duration which necessitate no-pass-
ing zones but which give to the driver the impression that
he has sufficient sight distance. The grades encountered
are not of a length or steepness that would cause diffi-

culty to trucks.

The same traffic was observed through both single
and double signed sections with the reailt that vehicle
classification did not change. A total of 250 vehicles
were observed passing through the test area in each di-
rection, making a total of 500 vehicles studied. IA night
study was also conducted at this location in order to de-
termine what effect the additional sign would have on

night traffic.

Care was taken in the selection of the area that
the succeeding no—passing zones be as similar as possible.
In both directions the driver first passes through a
single signed section and then through a double signed
section. As the same vehicles were observed passing
through both zones it was felt that a number of possible
variables such as differences in driver traits were

eliminated.

 

 

 

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m. ...,1 T2 meme

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grade Neg.

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length of

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27

TEST AREA A-u

This area is located on US-l6 approximately two
miles east of Williamston, Michigan. It is definitely
rolling in nature although the grades do not cause any
serious problem for trucks. Little roadside interference

is present.

It was selected as a standard test area and one

study was conducted at this location.

The following data was obtained:

 

 

fi SIGNS DATE TIME DIRECTION 131 El 21 ZoVIOL
Single 27 Jun 0910-1005 Eastbound 233 8 9 6.8
Double " " " " 2h0 o 10 h.0
Single " 1015-1100 Westbound 2A3 o 7 2.8
Double " " u " 2hl o 9 3.6

 

A

A reduction in passing violations from h.8 to 3.h
per cent was obtained at this location. The westbound
results were not consistent with the eastbound results but
this could be expected to occur through normal probability

0f occurrence.

The combined test area results for the standard area
daytime studies (Areas A-3 and A-h) indicated a reduction
from 5.1 to 3.1 per cent for a total reduction of passing
violations of ho per cent. It is felt that enough Ob'
Servations were made that this figure can be assumed to be

reasonablyrepresentative of the situation.

 

    

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-b' I . I II! '
I In» I I; I u a IIII III .. I ,I

 

 

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. /m.w. ......rw... 14...... N” .. .. . gunman... ...)... ....... .3,th

 

 

 

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32
TEST AREA B-1

This area is located on US-27 northeast of Potter-
ville, Michigan. The area is definitely rural in nature
and the contour of the land is sharply rolling. The pave-

ment is two lanes in width.

It was selected as a standard test section for two—
1ane highways. The same procedure was followed in gather-

ing data as was used in the case of three lane highways.

US-27 is heavily traveled and during the test the

average volume of truck traffic was 13.5 per cent.

The following data was obtained:

 

 

if SIGNS DATE TIME DIRECTION E1 31 31 o VIOL
Single 28 Jun ELIE-11158 Eastbound 2E9 - 1 0.LI
Double " " " " 21.9 1 - 0.L.
Single " 1500-1556 Westbound 2h? - 3 1.2
IDouble " " " " 2h6 2 2 1.6

 

FA—

As may be seen in the above data, the results were
inoonsistent. The per cent of passing violations was so
310w that no accurate trends developed. However, the small
IPercentage of total violations in this area indicates that
Kirivers are much less likely to violate a no-passing zone
CH1 a two-lane highway than on a three-lane highway and
1miicates that the additional sign may not be warranted

for two-lane highways .

LL ..

 

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37

TEST AREA B-2

This area is located on US-27 northeast of Char-
lotte, Michigan. The area is rural in nature and the con-
tour of the land is sharply rolling. The area was selec-

ted as a standard two-lane highway test section.

The average percentage of the traffic volume composed

of trucks during the test was 20.5 per cent.

The following data was obtained:

 

 

i SIGNS DATE TIME DIRECTION 131 EX. 131 Z VIOL
Single 28 Jun 0935-10h5 Eastbound 2h8 - 2 ‘ 0.8
Double " " " ' ". 250 - - -
Single " 10h9-1250 Westbound 2E5 ~ 5 2.0
Double II II II II 250 g _ _ _

 

The results in this area also were inconclusive.
One noticeable item.was the complete lack of full viola-
tions. This bears out the contention that the additional

sign is not necessary for two-lane highways.

Averaging the results together of test areas B-1
and 8-2 shows a reduction in violations in the double
signed areas but the number of violations observed was
so slight that the probability of the statistics being in

error is great.

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nu... ....... ..

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ANALYSIS OF FIELD DATA

The resultsof the studies conducted on the three-
lane highways were very encouraging as a whole. In all
cases the additional sign caused a reduction in viola-
tions of no-passing zones. Reductions ranged from.eight-
een to fifty per cent of the number of violations reported
for the zones with only a single sign installed. (See

Figures h and h).

Of particular importance is the high percentage of
violations in three-lane highway no-passing zones. Even
with the additional Sign the percentage of violations was
still over three per cent. This indicates that the ad-
ditional sign, although helpful, will not completely reme-

dy the situation.

The night study, although not extensive, tends to
indicate that drivers maintain this high rate of violations
after dark. The value of the additional sign at night ap-

pears to be sharply reduced.

The dusk study indicated that drivers tend to reduce
passing maneuvers at twilight until all drivers have
turned on their headlights. After that point is reached,
drivers tend to focus their attention upon the headlights
of Opposing drivers rather than upon traffic control de-

vices such as reflectorized signs and pavement markings.

LIB

The results of the tests on two-lane highways (See
Figure 6) were somewhat inconclusive as the number of vi-
olations noted was so slight that no definite trends or

patterns could be detected.

However, the over-all violation rate of only 1.1 per
cent was so low that it is felt that any improvement of
traffic conditions would probably be so slight that ex-
penditures for additional signs are not warranted. For
this reason, it is felt that the additional sign can be

eliminated from consideration for two-lane highways.

 

 

 

 

 

 

 

 

...II -.KNb I-|

A7

PASSING ACCIDENTS STUDY

It was decided that a determination of the number of
passing accidents occurring on three-lane highways and
their general characteristics would be of value in com-
pleting the study. Unfortunately, this information was
not readily available. Not even a rough estimate of the

number of accidents could be obtained.

It was decided to check the individual accident re-
ports for three-lane highways for the first nine months of
1955. The number of accidents and.their general type were
tabulated as well as the date and time of their occurrence.
The number of passing accidents occurring in speed control
zones and no-passing zones is still in doubt because each
accident of this type requires that a special entry be
made on the standard accident report form. (See Traffic

Control box, Figure 7.)

A total of 586 accidents were scanned and of this
number 179 occurred because of an attempted passing man-

euver. There were six general types of passing accident.

1. Sideswiping: Either sideswiping the vehicle
passed or sideswiping a vehicle approaching from the 0p-
posite direction. Often vehicles approaching head-on

would swerve and the vehicles would sideswipe.

...Ixs‘Il I..I.| Jr ....II Illa. .Illllldl. plfin'hblfli’

a.

48

2. Passing and being cut off: This was an all too
frequent type of accident, in which a vehicle would be
passing another vehicle or group of vehicles when one of
them would swing out and an accident would result.

3. Passing and losing control: The driver would
lose control of his vehicle when making a passing maneuver
and run off the roadway.

h. Passing and hitting the rear end of a left turn-
ing vehicle: A vehicle would swing out to pass and run
into the rear end of a left turning vehicle.

5. Passing and cutting in: Attempting to cut in a
column of vehicles after completing a passing maneuver.

6. Passing--head-on collision: Two vehicles occupy-
ing the center lane in a passing maneuver and colliding di-

reCtlyo

Monthly accidents were plotted against the average
daily traffic per month on three-lane highways as deter-
mined from continuous counting stations. (Figure 9) Ac-
cidents by hour of occurrence also were plotted against

hourly traffic volumes. (Figure 8)

Figure 8 indicates that a large number of accidents
occur after darkness and at a time of low traffic volumes.
It is doubtful if additional signs will help drivers in

this category.

Figure 9 indicates that passing accidents reach a

#9

peak in June although the peak traffic volumes do not oc-
cur until August. Also accidents are at a minimum during
winter months when pavement markings are likely to be ob-

scured by weather conditions.

Only 8 out of a total of 179 passing accidents were
listed as having occurred in a no-passing zone. The accu-
racy of this particular section of the accident report is
debatable. Should this section be accurate, it would in-
dicate that the small number of accidents occurring in no-
passing zones would not warrant the installation of addi-

tional signs.

It is felt that little reliance can be placed upon
this and that the figure of 179 total passing accidents
should be used as the basis for a decision. As there are
only 180 miles of three-lane pavement in the state of
Michigan the passing accident rate for the year will sur-

pass one accident per mile of highway.

It is felt that the number two form of accident,
passing and being cut off, could be reduced by requiring
the installation of side View mirrors on all automobiles.
At the present time, side view mirors are required for
trucks but passenger cars are not required to be so e-
quipped. This is a prevalent form of accident on four

lane divided and undivided highways also.

peak it
our un‘

Jn+pn
M-Ah\t .-

soured

racy c
debatz

dicat.

A9

peak in June although the peak traffic volumes do not oc-
cur until August. Also accidents are at a minimum during
winter months when pavement markings are likely to be ob-

scured by weather conditions.

Only 8 out of a total of 179 passing accidents were
listed as having occurred in a no-passing zone. The accu-
racy of this particular section of the accident report is
debatable. Should this section be accurate, it would in-
dicate that the small number of accidents occurring in no-
passing zones would not warrant the installation of addi—

tional signs.

It is felt that little reliance can be placed upon
this and that the figure of 179 total passing accidents
should be used as the basis for a decision. As there are
only 180 miles of three-lane pavement in the state of
Michigan the passing accident rate for the year will sur-

pass one accident per mile of highway.

It is felt that the number two form of accident,
passing and being cut off, could be reduced by requiring
the installation of side view mirrors on all automobiles.
At the present time, side view mirors are required for
trucks but passenger cars are not required to be so e-
quipped. This is a prevalent form of accident on four

lane divided and undivided highways also.

 

FIGURE 7
STATE OF MICHIGAN

OFFICIAL TRAFFIC ACCIDENT REPORT

50

[JD—~10

 

 

 

 

 

 

lo, Sheets Attached Department ...... _ No
hmphlnt N0 Day of Week at A M ......P.M. Date--- 19
niy........ Township. City.. Section
Miles and
tion: on . Fractions Thereof Direction From.....-.........
lntersecting Street or Highway 50.. City or

 

Street Nm'“'er"elge;5.rhis?“ '

 

delimit or County Line

 

 

 

 

 

 

atIntersectinrr Highway er Public Driveway or Alley. Private Drive. Etc —Narne Special Reference

 

 

   

 

 

1D Pedestrian 2E] Other Motor Vehicle 3E] Railroad Train 4:] Street Car 5E] Animal Drawn Vehicle 6D Bicycle

_. ........................... No. Motor
Vehicles

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

.‘U
: 9
' >
g? 7D Fixed 0*: .. from ..................................... D 'be.-. ......
i: Feet Right or Left of Roadway Guardrail. Abutment. Safety Zone. Tree. Etc.
V
KI."
BU Animal 9D Overturned in Roadway 10D Ran oi! Roadway “D Other Non-Collision 12D Other........
Year. No.. l l .C. C. M.P.S.C.
F Year- Make; Type State of Reg ..... No . No
I Direction Parts of Veh. Estimated
' lof Tnvel on at .M.P.H. D u 1 .......... Damage 8
Z Street or City or County
9 Driven by . .. Raute sod State
" Distance Accident Remnlnst. Per.
.2 .._._.__._. Occured from Residence ......................... Mile [3 Operator's D Chsuifeur's License No Restricted. F R
.1 Month Dsy a“ Driving
‘d lea ear Of Birth Exoerlenm 8n Race C , "
} Vehicle
'Owned by Addrem
N ' Year. No. & l.C.C. M.P.S.C.
' Year, Make Type State of Reg...“ No , No.
A. ‘Direction Parts of Veh. Estimsted
' .‘of Travel on at .M.P.H. _, Damage I
Z F Street or City Or County
9 Driven by D A d Route snd Staten“ I P
'.- lstsnee eel ent .. nst. er.
.I’ l Oocured from Residence... ............_.-...__.Miles [:1 Operator's D Chsufleur's Linens N0 Restricted. F R
: Month. Dsy & Driving
{I lesroiBirth Experience 8n Rm I‘ r "
> Vehicle
Owned by Addre-
_[_
“(11:51,?” I. Hm AAA-...
' A... Sex Nature oflnjuries Wss Person Killed? E] Yes C] No
l“"---- D Driver D J’s-Inger OccupantinVehicie No. D Bicyclist [:1 Pedestrian D Other Rm ‘
Injured was taken 911' Occupation
".5
a
all: 2. NH!!! Addm
i
' E Age Sn Nature of Injuries Wss Person Killed? D Yes D No
D Driver D Ps-cnger Occupant in Vehicle No. C] Bicyclist E] Martin D Other Race
Injured was tsken hr Occupation

 

 

 

 

 

 

‘

ll Going

 

 

 

 

Direction: North. East. Etc.
q 0n
, I“.
\j Acrm
: Street Name. Highway No.
I"3111. To
Southwest Con, Etc. Southeast Con. Etc.

lg Cumin; st intersection—with signal

2E Suns scsinstsiznsl 8 D Ssrne-Nosignsl
{J Slme—Disgonslly

gracing not st intersection

Pressman
a [:1 Corningfrombehindpsrkedosrs
I E] Walking in roadway—With trsfio. sidswslks "anti.
8 E] Same—With trsfic. sidewalks not svsilsblo
9 El Same—Against mine. sidewslks svsilsblo
10 D Same—Against traffic. sidewalks not svsilsblo
11 E] Standing in safety sons
12 D Getting on or ad street car
13 [3 Getting on or 08 other vehicle
M D Working in rosdwsy

18
I‘

'

Distance accident occurred from "
Did pedestrian hsve Driver license
Were ere-walks lurked?

Wss pedestrian inside markings or extension of sidewalk lines?

D Pinyin; in rosdwsy

D Lying in roadway

E] enema. on vehicle

[3 Not in rosdwsy (Explain in Remsrks)

A.
r

 

2DNO
IDNO
3DNO

lDYu
DYes
2DYss

 

w—q

CONDITION OF
DRIVER AND PEDESTRIAN

(Cheek One c Mon)

Defective Vision—No {ls-es
Same—Wearing glans

Ill

Fstigued

5a

uninjani—
DUUDBDDD~
DDDDDUDDE

A ppsrently sslsep
Other hsndicsp—Dacribe in remarks

l

.-
--.}.-.

—.
I ’47 1’

Condition not known

-1“

Apparently norms!

 

‘ (Chock One)
1 2 Pad.

1 E] [:J 1:] Had not beendrinking
Had been drinking. condition 0 follows:
2 E] C] E] Obviously drunk
a E] E] [1 Ability impaired
i C] C] E] Ability not impaired
5 [j [:1 D Not known whethorilnpsirod
6 D B D Not known whether drinking

(emu II We)
1 [:l E] [:1 Chemiosltesti'or intoxication given

 

MNOOIhwfls-I

VEHICLE CONDITION
2 (Check One or More)

D Defective brst

D l-proper lights

E] Defective steering mechanism
[3 Defective tira

[:l Windshield wiper not working l
C] Other defects

D No defects
E] [:3 Not known 1
l [:l [:1 Chains inusc

Explain in
remsrks

DDDDDDD-

 

 

 

I

I

This for. is prescribed by Col-lssionor. lichl‘lgsn Ststo Police
sil sounded.

purses-s to Section 622.

I;4ii 0

Act 300. P.A.

-.e- ‘-./"v N'Fv

i .....h... uni... ......

 

WHAT DRIVERS WERE DOING
(Cheek OM Int Each Driver)
Vehicle Vehicle

I 2 I 2
I [:l C] Going straight ahead 9 D D Parked
2 Cl [3 Making right turn 10 [j [:1 Backing
3 [:l C] Making left turn (Check Applicable Items)
4 [:1 [3 Making L'turn l D D Posing or overtaking
5 E] D Slowingorstopping 2 [:1 D Avoiding veh.,obi..orped.
6 [j C] Startingin traffic lane 3 C] E] SkiddingmBefore applying braku
7 D D Starting from parked position 4 [:1 D Sledding—Mm applying brake
3 D E] Stopped in traffic lane 5 E] E] Driverlm moving vehicle

6 D E] Hit and run

VIOLATIONS INDICATED
(Cheek One or More tor Each Vehicle)
Vehicle Vehicle

Emmi" mood I D [2] ImprOper turn—Cut corner

Did not have right of way 2 [:J D Same—Turned from wrong lal

3 D C] Other improper turning

Onwrong side of road—Not Ming 4 E] (Dams officer (Explain

l
{D’g’a‘fiejhfi’m’fifi’mfl‘ g, 5 E] C] Disregarded Stop and Go llghl
Pauling on straight-sway 6 D C] Disregarded stop sign or signal
rain; on hill 7 [:l D Wed warning sign or n.
D Pit-ing on curve 8 [:1 C] Imp. starting from parked posil
D Cutting in 9 [j E] Improper parking location

Following too closely

DDDDDDDN

condom-hue.)—

 

POINT OF IMPACT

(Check One or More
for Each Vehicle)

2
E] Front

E] Right front 2
Cl Left front 3
[:1 Right side I
E] Leltsidc
[3 Rear

[3 Right rear
[:1 Left rear

VISION OCSCIIRED

(Check One or More) (Check One or Mare)
2

D Tress.crops.etc.
E] Building

[:3 Embankment
C] Signboards

E] Hillel-est

D Parkedcsrs
D Movingcars

I [I] a Rain. snow, etc. on
Wlndflhleld
C] W ..8 otherwise obscured
l V lsion obscured by load

Di on vehicle
[3,... .

~
s—s

BUD

' Specify other

 

 

Eléfiililfifim—
lilililililifim—

 

Specify other.“

 

 

 

9 D D Vision not obscured

5 E] C] V'Iion not obscured

an
O

DDDDDDDDDD“

E] p..n........t............ n [:1 Dioramas" m

II D D Improper turn—Wide right turn 11 D E] No improper driving indicate:
r C—‘l

 

TRAFFIC CONTROL wesrrlan “am
(Check One)
Functioning (M One) I“ One)
Yes No

I E] Daylight
2 [j Dusk
3 [3 Dawn

Darkne- with:

l [:1 Clear

2 [:1 Cloudy

3 D Raining
t D Snowing
5 [:l Fog

o E] Sleet

sneeze?“

l D [3 Railroad ere-ing gates
2 D D {Rim automatic

3 Cl E] Officerorwatchman
4 Cl C] StopsndGolight

5 E] D Stop signorsignal

6 C] E] Warning sign would

lhdeflfiflhu

D Street or highw
lighted

Street or highw
5 B not lighted

 

ROAD CHARACTER
(Check One tor Each Vehicle)

1 2
l D [:3 Straight road
I D Mfg. or industrial 2 1:] Sharpncurveor
2 D Shopping or busilu 3 D D Other curves
3 [3 Residential district m
t D School or playground 4 D D Level 5 D Gravel. untreated
5 [:3 Open country .5 E] D Upgrade 5 [:1 Dirt.sanduntreated

a 1:] "....-.“ a E] [:l Hillcrcst 7 E]

SpecIIy Ohhef Swify'athe-r-unu—
7 El l3 Dovnsra‘dc

KIND OF LOCALITY

(Check One to Indicate
that the District within
aoo Feet ls Prinurlly)

ROAD SURFACE
(Check One)

I [:1 Concrete
2 D Black top
3 [:1 Brick

4_ D Treated gravel. dirt

 

 

 

3 [:1 {Costmmcquate

4 No control present

 

 

 

 

ROADWIDTH AND LANES

ROAD CONDITIONS Width of pavement or road

(chest One) (Check One or More) surface for vehicle traffic .......M.....,.
‘. E] Dry 1 D Looecmaterial on surface Additional width oIshouldera,._._..,...._
2 [3 Wet 2 D Holes. deep nits Total numhu' of lanes ...................... .
3 [:1 Muddy 3 [:l Defective shoulders Yes N
t [3 Snowy 4 C] Other defects Were lane. marked? 1 [:1 2 E
5 [:1 Icy 5 D No defects chmopmng [mu 1 D 2 I:

(Explain in Remarks) Yes No If so. by what?........._......,.....
Was road under construction or repair? 1 D 2 D ..-...

 

 

Indicate on this Diagram What Happened

 

l C] 2 C] Wasitaone-way street? I D;

Vehide I Vehicle 2

Was road a detourI‘
REMARKS AND RECOMMENDATIONS

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

1. Draw heavy lines to show streets a. g -" .
2. Name streets ' . '. ° I INDICATE Should driver be re-esarnined to determine his competency for a license? [:1 Yes U 36
3. Draw arrow pomtlng north ‘e‘ I NORTH
4- Show vch. and 9036- thus- \. I .' 3y ARROW Should scene of accident receive traflic engineering attention? Why? D Yes
:3":‘f @‘1’ §‘-. ,/; / Did you invutigate this necldnnt at the scene or its occurrence? [:1 You [I Sc
" rl‘n. --------.- Q l
S. Show angle of collision \ I \‘u. / 3 I’"
‘~. : ‘-’ I I
- ---------- - I - - . .:::h...........DOOOOOOOC ... “......t, ‘.....O“ “
.a"" ‘\\ '0'
g ; f
x’ / \\
s I
soaso:I:-.......-.......o-...-.“soeoeoooueo’e’ooosmeo‘ i .\
I. 2’ ' t ‘ ‘ ~
0. I. o/ I 0" \ . \S
’ x 8 / \x I
/ / -' ~ - \ ‘
. , x 3' \:
i ’ 1’ /: S‘
O
s g' . O
S I ’s’ E i \
I t I I; I I (Use Complaint Fons or Another Sheet ct Paper for Father Remarks at More Estenslvs own"
‘r
8 Where was “ltnessI In leh 2. Perl. 60Ft. first in
a Name Addl’mlI ’- I
g I Name AAA... _____ e -.
.2
B l Name Address . __...

 

 

 

 

 

 

 

PERSONS Name -
ARRESTED ' Chm“

In" Charge ................. .. ~-~’

ACCIDENT REPORTED BY Report Received by' Deb - — —

Badge \ln ..

 

 

 

L \..\l..........._......._...P.M. Investiga‘

Signature and Rank

 

 

 

 

53

ACCIDENT TABULATICNS
(From 1/1/55 to 10/15/55)

SPEED NO PASSING

 

 

 

 

 

 

TYPE ACCIDENTS INJURIES DEATHS ZONE ZONE
Sideswiping Eu . 32 O 18 0
Cut off by
Passer 3h 3 O 11 l
Losing Control 33 39 O 8 2
Hitting Left-
Turning Vehicle 23 6 0 lO 1
Passing and
Cutting In 23 6 3 2 h
Head-on Collision 12 ll 6 8 0
TOTALS 179 97 9 S7 8
ACCIDENTS BY HIGHWAY

R0 . PASSING TOTAL ’“CPER CENT ; E

UTE ACCIDENTS ACCIDENTS WITH TRUCKS INJURI S DEATHS
US-l2 36 ' 103 N7 22 1
US-16 71 249 35 32 2
US-2u CB 159 69 31 6
US-25 2H 75 17 9 0

 

Figure 10

the

011

ELL

SUMMARY AND CONCLUSIONS

It was demonstrated by the results of the field
study that the additional Sign did have a beneficial ef—

fect on motorist observance of no-passing zones.

In the three-lane standard test sections a reduction
in violations of forty per cent was obtained. The signs
appeared to have their greatest value during daylight hours
and their effect upon motorists was sharply reduced during
'darkness. The field study also indicated that the addi-
tional Sign was not a complete solution to the problem for
three-lane highways. Approximately three per cent of the
drivers traversing the average no-passing zone will still

violate it.

The field study in two-lane highway areas indicated
that the number of drivers that violate a no-passing zone
on a two-lane highway are in Such a minority that any im~
provement of the situation by installing additional signs
would probably be Slight. It is felt that the additional

Sign is not warranted in this case.

The results of the passing accident study‘show that
passing maneuvers are involved in almost one third of all
three-lane highway accidents in rural areas. Over one

passing accident per mile of three-lane highway occurred

in 193
from 1

month:

L3
oune

SS

in 1955. Nine deaths and ninety-Seven injuries resulted
from these accidents alone in the first nine and one-half

months of 1955.

It is felt that any measures that can be taken to
reduce this total should be inaugurated. Although the ac-
cident reports listed only eight of the accidents as hav-
ing occurred in no-passing zones, it is felt that this is
probably highly inaccurate and does not present a true

picture of the Situation.

The seriousness of the situation and the demonstra-
ted value of the additional Sign will warrant its instal-
lation on three-lane highways. The cost of the additional
signs would be approximately eight dollars each installed.
The total cost of Signing all the three-lane highways

would probably be less than_three thousand dollars.

The question has been raised as to whether it would.
be a wise decision to double Sign certain areas and leave
other areas equipped with only a Single Sign. We are pres-
ently using in some problem locations double stop signs
and double indication traffic signals. The same reasoning

could also be applied to this Situation.

A basic problem with highway Signs is the firm of

dirt and grime they accumulate over a period of time that

56

tends to reduce their visibility.6 The additional sign

should help to reduce the loss in Sign effectiveness.

Another question has been raised is the effect upon
drivers of the blank back of the signs when approaching
from the Opposite direction. It has been previously dem-
onstrated that roadside objects do have an effect upon

motorists.7

In this case, any effect would be so Slight that it
would be negligible. Possibly the back of the Sign could
be utilized as a mounting for the safety posters now being

installed upon highways.

 

:fihight Visibility", Bulletin 89, Highway Research Board
19 .

7"Effect of a Roadside Structure on Lateral Placement of
Motor Vehicles", Volume 32, Highway Research Board.

pp. 36u-37o. 1953.

a: ..P.Ll.;..»/ 4. ~
~
I.

u

7.

INDEX TO REFERENCES

"Michigan Manual of Uniform Traffic Control Devices"

Michigan State Highway Department

"Effect of Barrier—Line Location at No-Passing Zones"

Volume 31, Highway Research Board, C.E. Prisk.

pp. 356-37u.

"Procedure Employed in Analysis of Passing Vehicles"

Volume 18, Highway Research Board, E.H. Holmes.
pp. 368-370.

"Driver Performance on Horizontal Curves", Volume 33,

Highway Research Board, A. Taragin. pp.th6-h66.

"Speed Characteristics on Vertical Curves", Volume 32,

Highway Research Board, B.A. Lefeve. pp. 395-hl3.

"Night Visibility", Bulletin 89, Highway Research

Board, lQSh.

"Effect of a Roadside Structure on Lateral Placement
of Motor Vehicles", Volume 32, Highway Research Board.

pp. 36u'3700

E3035 USE ONLY

 

 

 

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