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A REuEVALUAUON OF HEGHWAY
N-OJASSMG ZONES

Thesis for firm Degree 3; M. S.
MECHIGAN STATE WWERSIW

David {Shag-man Bacon
1963

TH ESlS

This is to certify that the i
thesis entitled 1
l

L RE-EVAIDAHOH OP EIGNAY

m EASSIHG ZONES l

presented by

Dummy-Ewan

has been accepted towards fulfillment
of the requirements for

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ABSTRACT
A RE-EVALUATION OP HIGHWAY NO—PASSING ZONES
by David Chapman Bacon

A re-evaluation of the no-passing zones on two-lane rural
roads was made in an effort to update some of the present design
criteria.

A questionnaire was designed in an effort to better under-
stand the driver, his passing and driving practices, and his
_acceptance of current and proposed practices for marking no-passing
zones.

The required distances, necessary to pass, were computed
from present day acceleration data and compared with existing
design criteria.

Accidents in no-passing zones, in the areas covered by the
questionnaire, were checked in an effort to find the most hazardous
passing maneuver.

The changes in required passing distances with current
acceleration data are compared with increases in required passing
distances due to the lower silhouetted vehicles.

Results show that there should be a lowering of the driver
eye height, used in marking no-passing zones, as well as an increase
in the length of the minimum passing sight distance, used in both

design and marking of crest vertical curves.

A RB-BVAHIATION 0P HIGHWAY NO-PASSING ZONES

By
DAVID CHAPMAN BACON

A THESIS
Submitted to
Michigan State University
in partial fulfillment of the requirements

for the degree of

MASTER OF SCIENCE

Department of Civil Engineering

1963

K“

ACKNOWLEDGMENTS

It is difficult for me to express my full appreciation to
the many individuals who aided me in the preparation of this thesis.

I would like to extend thanks to Dr. William Mann,
Mr. Robert Nolan and Dr. Theodore Forbes of Michigan State University,
who aided me in the development of the questionnaire on passing
practices. I wish to express special thanks to Mr. Francis Sim of
Michigan State University, who supplied the computer program used
in the analysis of the questionnaire, Mr. David Harris, of the
East Lansing Police, who aided me in the field testing of the
various forms of the questionnaire, Mr. Robert Yake of the Office
of the Secretary of State for his cooperation in distribution of
the questionnaire and the Driver License Renewal Offices of Kent
County, Ingham County, Genesee County, Clinton County, Grand Rapids,
Lansing and East Lansing for their assistance in administering the
questionnaire.

Thanks also to Captain Oates, Sergeant Schuiteman and
Mrs. Hoskins of the Michigan State Police Traffic Division who
aided me in obtaining the passing accident data.

To Dr. Siegfried Breuning, my advisor for the first part of
my graduate program, Special thanks is extended for his assistance
in developing the necessary equations for computing passing dis-

tances and guidance in the writing of this thesis.

ii

1-H ES].

 

 

-__.—~___-
w

General Motors Corporation and The Ford Motor Company
supplied the acceleration data for present day vehicles.
Dr. Gail Blomquist, my advisor, for his assistance in the

completion of this thesis.

iii

TABLE OF CONTENTS

PAGE
ACKNOWLEDGMENTS........................ ..... . ....... . ...... ii
TABLE OF CONTEMTS.......................................... iv
LIST OF TABLES v
LIST OF FORMS ............................................. vii
LIST OF FIGURES ............... ............. ............... viii
LIST OF GRAPES ............................................ ix
LIST OF APPENDIXES ........................................ x
CHAPTER
I. INTRODUCTION ........................................ 1
II. REVIEW OF LITERATURE ................................ 3
III. METHOD OF STUDY ..................................... 11
Driver Characteristics and Passing Practices ...... 11
Required Passing Distances ........................ 13
No-passing Zone Accident Study .. ..... ............. 14
IV. ANALYSIS OF RESULTS ................................. 16
Driver Passing Practices and Observance of
Marking Techniques .............................. 16
Required Passing Distances ........................ 20
V. CONCHISIOMSANDRECOMMENDATIONS 26
Conclusions ....................................... 26
Reconnendations 27
BIBLIOGRAPHY .............................................. 31
APPENDIXES .................................... ............ 33

iv

LIST OF TABLES

TABLE PAGE
1. Minimum Passing Sight Distance for Design of
Two-Lane Highways ..... 4
2. Comparison of Passing Practices in 1938 and 1957 .... 7
3. Accident Rates Related to Sight Distances on
Two-Lane Roads 9
4 . Accident Rates Related to Frequency of Sight
Restrictions ........................................ 10
5. Passing Practices of Drivers 18 _
6 . Elements of Required Passing Distances . . . . . . . . . . . . . . 22
7 . Elements of Safe Passing Sight Distances . . . . . . . . . . . . 24
8 . Comparison Between Present Standards and Newly
Computed Passing Sight Distances . . . . . . . . . . . . . . . . . . . . 25
9 . Recomended Minimum Passing Sight Distances
for Rural Two-Lane Roads 29
10. Distribution of Questionnaire 46
11. Coding Scheme Used on Questionnaire . . . . . . . . . . . . . . . . . 47
12 . Breakdown on Driver' 8 Age and Number of Years
Driven .............................................. 43
13 . List of Accidents in Townships of Kent County ,
Michigan, for 1962 .................................. 63
14. Responses to Passing Questions .. 67
15 . Coqarison Between Passing at the Start of Zone

“d PaBSingj-nthe zone 0.0.0.00000000000000000000000 68

TABLE
16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

LIST OF TABLES
(continued)

Comparison Between Passing at the Start of

the Zone and at the End of the Zone .................
Comparison Between Passing at the Start of

the Zone and Well Before the Zone ...................
Comparison Between Passing in the Zone and

at the End of the Zone ..............................
Comparison Between Passing in the Zone and

Well Before the Zone ................................
Comparison Between Passing at the End of the

Zone and Well Before the Zone .......................
Responses to Marking Questions ......................
Comparison Between Observance of Markings

During the Daytime and During the Night . . . . . . . . . . . . .
Comparison Between Observance of Markings

During the Daytime and Use of the Iowa Sign .........
Comparison Between Observance of Markings

During the Night and Use of the Iowa Sign ...........
Comparison Between Adequacy of Markings

“d use Ofthe IOW‘ Sign 0.0.0.000...OOOOOOOOOOOOO...

vi

PAGE

69

70

71

72

73

74

75

76

77

78

LIST OF FORMS

FORMS PAGE
1. Questionnaire, Original Final Form . . . . . . . . . . . . . . . . . . 12
2. Questionnaire, Response Percents Shown . . . . . . . . . . . . . . 1'7
3. Questionnaire, Original First Form . . . . . . . . . . . . . . . . . . 39
4 . Questionnaire, Original Second Form . . . . . . . . . . . . . . . . . 4O

5 . Questionnaire, Original Third Form . . . . . . . . . . . . . . . . . . 41

6. Questionnaire, Original Fourth Form 42

7 . Questionnaire, Original Fifth Form . . . . . . . . . . . . . . . . . . 43
8. Questionnaire, Original Sixth Form . . . . . . . . . . . . . . . . . . 44
9. Questionnaire, Original Final Form . . . . . . . . . . . . . . . . . . 45

10. No-Passing Zone Accident Information Sheet . . . . . . . . . . 61

11. State of Michigan Official Traffic Accident Report .. 62

vii

LIST OF FIGURES

FIGURE PAGE
1. Passing Maneuver Distances .......................... 15

2. Components of Passing Distances ..................... 56

viii

LIST OF GRAPHS

GRAPH PAGE
1. Time-Speed Comparisons of Vehicles for

Selected “OdelYeus O0..IOOOOOOOOOOOOOOO0.0.0.0....O. 57

LIST OF APPENDIXES

APPEHDIXES ’ PAGE
A. Questionnaire Development 33
B. Required Passing Distance, Theory and Data . ........ 49
C. Accident Study Development 58

D. Tables of Questionnaire Results 64

CHAPTER I
INTRODUCTION

The purpose of this thesis was to re-evaluate no-passing
zones on two lane rural roads, with special emphasis on; 1) Driver
passing practices and understanding of marking techniques, 2) Changes
in vehicle performance characteristics, 3) Driver eye height as
effected by vehicle design. The effect of these factors on design
and marking practices will be discussed. Marking policy complete-
ness and clarity of meaning was also considered, but only as a by—
product of the re-evaluation.

The rationale for marking no-passing zones was developed in
1938-1941 and has been used by engineers for the past twenty years,
with the tacit assumption that it was and is adequately understood
by the driver. There is no evidence, however, that the acceptance
and understanding of the fairly complex no-passing zone policies,
by the public, has ever been analyzed. It was felt that a check of
the driver's actual passing practices and observance of marking
techniques, would not only be highly desirable, but actually, be
necessary as a basis upon which to evaluate the present policies.
Furthermore, the national standards (T) for marking no-passing zones
are still based on acceleration rates, driver eye height and driver

characteristics determined in 1938-1941. These existing standards

 

(T) This number indicates the author's reference in the
bibliography, unless a footnote is given. Ref. here is No. l.

are outdated for some present dey vehicle characteristics. It was
recognized that vehicle dimensions, acceleration rates, driver

characteristics and passing practices would have to be studied and
brought up to date. Recent research concerning vehicle dimensions

and driver eye height(b)

has shown ever-increasing numbers of lower
silhouetted vehicles on our highways, made up of both imported
foreign cars and our own domestic cars. A check of the up-dated
marking criterias’9 showed very little consideration given to the
lower silhouetted vehicles or to the increases in acceleration
rates.

This thesis concentrates on updating some of the design
criteria. The following methods were used to obtain this goal;
1) A questionnaire was designed in an effort to better understand
the driver, his passing and driving practices, and his acceptance
of current and proposed practices for marking nd—passing zones,
2) Required passing distances were computed from present dey accel-
eration data and compared with existing design criteria, 3) Accidents
in no-passing zones, in the areas covered by the questionnaire,
were checked in an effort to find the most hazardous passing
maneuver, 4) The changes in required passing distances with current

acceleration data are compared with the increases in required

passing distances due to the lower silhouetted vehicles.

 

(b) Research includes Ref's. 3, 5, 7, 10, 13, 14, 15.

CHAPTER II
REVIEW OF LITERATURE

The present national policy(c) to determine safe passing
sight distances on two-lane rural highways is based on work done
by c. w. Priskn from 1938-1941 and published by the Highway
Research Board in 1941. These figures were based on extensive
field Observations of driver behavior during passing maneuvers.
The minimum.passing sight distances for no-passing zones are listed
in Table 1. Using these distances and the driver eye height, the
no-passing zones are marked on the highwey(d). The national
policy(e), as well as most state policies, says that the driver eye
height should be taken to be 54 inches. These conclusions are
based on work done up to 1951. Since that time, much has been
published concerning the driver eye height and its effect on high-
wey design, the most extensive coverage is by K. A. Stonex(f).
He published an article13 on driver eye height and no-paasing zones,
in 1958, along with others in the traffic field and in 1960 another

articlel'4

concerned with vehicle dimensions and performance charac-
teristics. His latest published article15 deals with vehicle
dimensions and highwey design. In all of these articles, Stonex

expressed growing concern over the increasing number of lower

 

02) Ref. 1 pp.117-121

d Ref. 9 p. 347

1: Ref. 19. 25
Ref.13,l4,15

TABLE 1

MINIMUM PASSING SIGHT DISTANCE
FOR DESIGN OF TWO-LANE HIGHWAYS

 

Design Speed (MPH) 30 4O 50 6O 7O

Assumed passing speed 30 40 48 55 60

 

Minimum passing sight
distance (in feet)

Figure 111-2 810 1265 1675 2040 2310

Rounded 800 1300 1700 2000 2300

 

Source of Table: "A policy of Geometric Design of Rural Highweys",
by American Association of State Highway Officials, Washington D.C.,
1954, p. 121

silhouetted vehicles. His findings show a potential minimum eye
height of 42-43 inches, in contrast to the average of 47 inches in
1961.

D. W. Loutzenheiser and E. R. Haile Jr.7 have done work along
the same lines as Stonex, yet don't express as much concern about
the decreasing vehicle height. But C. E. Lees, who did an extensive
study in Texas on driver eye height, was concerned when he feund
that 15 percent of all the vehicles he studied had a driver eye
height of less than 48 inches. Lee reworked the design charts for
passing and non-passing crest vertical curves. He suggested that
the marking of no-passing zones be based on a more representative
driver eye height than that used to date. Based on this work done
by Lee, Stonex and others, some states have adopted lower driver
eye heights in their marking practices. The new Manual on Uniform
Traffic Control.Devicess, suggests the use of 48 inches in the
marking of no-passing zones, as does the revised version of the
Michigan Manualg.

-The need for uniform standards for no-passing zone markings
is demonstrated drastically in an article by L. W. Corderz, in the
October 1959 Edition of "Traffic Engineering", which lists the
driver eye heights used by various states, as the height of
instrument (HI), as follows; "For instance, 30 states survey no-
passing zones by using a 4 foot 6 inch H1 at both the beginning
and end of the zone. One state used a 5 foot H1 at both ends;

7 states used 4 foot 6 inch HI at the beginning of t?e zone but

varied from 3 foot 6 inches to a 4 inch H1 at the end of the zone;
6 states used a 3 foot 8 inch H1 at both ends; One state uses a 4
foot H1 at the beginning and a 1 foot H1 at the end of the zone,
and one state had no policy." The article also listed the minimum
sight distances used by the various states to determine if a no-
passing zone is necessary; "One state was reported as using a 1600
foot minimum overtaking and passing sight distance; 9 states use
1000 feet; one state uses 950 feet; 8 states use 800 feet; one
state uses 750 feet; 2 states use 700 feet; one state uses 660 feet;
3 states use 600 feet; 10 states use 500 feet; one state uses 400
feet; and 11 states vary the distance with design or posted speeds."
This shows a great deal of inconsistency among the states with regard
to the national code, even if there have been improvements since
the introduction of the new national Manual.

Some work has been done on measurement of passing maneuvers.
0. K. Norman published an article11 that discusses a repeat of the
passing study done by Prisk12 in the period 1938-1941. This latest
study was performed in 1957, and shows that the present day vehicles
Spend a shorter time in the left-hand lane, but use a greater
distance to complete the passing maneuver. Table 2 shows a
comparison of the 1938 and 1957 studies. This article was the only
published work on passing practices that could be found.

A search of the literature revealed only one article dealing
with driving questionnaires. E. Levonian and H. W. Case6 did a

study in 1960 on the responses to a driving questionnaire by

TABLE 2

COMPARISON OF PASSING PRACTICES IN 1938 AND 1957

 

 

Study ' 1957 S t u d y
Section 1938 Study 1954 or Older 1955-57
Vehicles Vehicles

 

 

Number of passings studied

 

Total 608 160 316

 

Average speed of passed vehicle

 

Average
(MPH) 35 33 39

 

AAverage speed of passing vehicle while in left-hand lane

 

Average

 

Average time;passing vehicles were in the left-hand lane

Average
'(sec) 10.2 10.1 9.7

 

Average distance passing vehicles were in the left-hand lane

 

 

 

Average
(peef) 640 ' 760 740
Average speed of free moving vehicles
Average
(MPH) 41 45 45

 

Source of Table: "Driver Passing Practices", by O. K. Norman,
Highway Research Board Bul. 195, 1958, p. 10

Los Angeles high school students. This study was mainly concerned
with the responses given by the different sexes, social groups, and
the vehicle code and penal code violators. It did not deal with
driver passing practices.

In a recent report on highway safety16, J. C. Young17 and
H. E. Hilts4 showed comparisons of "Accident rates related to sight
distance on two-lane roads", and "Accident rates related to frequency
of sight distance restrictions". The results of these two reports
are shown on Tables 3 and 4. They show a higher accident rate when
the sight distance of the crest vertical curve is less than 800 feet
and also when the frequency of the restriction is between 1 and 2
per mile of roadway, thus supporting the contention that changes
are needed in marking practices for no-passing zones, when compared
to the article by L. W. Corderz, where 26 states use 800 feet or

less.

TABLE 3

ACCIDENT RATES RELATED TO
SIGHT DISTANCES ON TWO-LANE ROADS

 

 

 

 

 

Sight Distance . Accident rate (Per
(Feet) Million Vehicle-miles)

Less than800 2.4

800—1500 1.9

1500-2500 1.5

2500-Over 1. l

 

Source of Table: "Building Safety into Our Road
System", by J. C. Young, California Traffic
Safety Conference, Proceedings, 1950

10

TABLE 4

ACCIDENT RATES RELATED TO FREQUENCY
OF SIGHT RESTRICTIONS

 

 

 

 

 

 

Frequency of Restrictions Accident Rate (Per
(Number per mile) Million Vehicle-miles)

Less than 1 3.5

1 - 1.9 I 4.1

2 - 2.9 ‘ 3.8

3 - 3.9 5.2

4 - 4.9 ' . .. 2.8

 

Source of Table: "Safety an Essential Element of Highway
Engineering Design Practices", by H. E. Hilts, Highway
Engineering Conference, University of Utah, Proceedings,
1947

CHAPTER III
METHOD OF STUDY

Driver Characteristics and PassingPractices

When considering any type of re-evaluation of the present
design and marking criteria for crest vertical curves, some con-
sideration must be given to the driver himself. What does the
yellow line. and the roadside "Do Not Pass" sign mean to the
driver? Considerable thought was given to find a method by which
one could learn something about the driver's understanding of the
marking techniques and his passing practices. A self-administered,
questionnaire survey was finally decided upon. Questionnaires were
filled out at the time of driver license renewal. This form of
distribution was considered to be the most favorable, since it was
expected to give a representative sample of age, sex, and occupation
within the test area. Questions were asked on; 1) Driver character-
istics, 2) Driver passing practices, 3) Driver understanding of
present and proposed marking techniques. The development, distribu-
tion, coding and possible analysis of the questionnaire are discussed
in detail in Appendix A. The final form of the questionnaire is
shown as Form 1.

The analysis of the questionnaire provided a listing of the
total percents that answered each question and also each question
compared against every other question. This form of analysis

supplied so much data concerning the driver and his passing

11

Thea

\(ULJOL LUHHDLM, UI\LULI‘nu L Luau a. vaua

’fflg _l‘j ”s3 *4 EfAii‘

.he “'itw - FORM 1

8 questions are asked as part of a n“aflz;rc ionearch piojnlt a: Michigan 35329

University“ This study is (“acerned wit.h the sliver 3 undel rstnnding oi highway
No-passlng zones. This QuefizlonxailP in no way will affect your llewnse renewals
Please help by answering the following quentions no they apply to your normal
driving habiteo _ ___

 

 

l.

2.

30

Have you ever had a class in driver education? yoga no D

_,l [pproximsle years you nave driven.-m

Sex male or lemafa yon ' nUmSE?
Do you like to drive? yes C] no! I depends on time and place D
Do you usually feel uneasy about passing another car? yes D no

When approaching a No»psssing zone, most drivers know what the yellow line means-
We wish to know how the drivers react to thi s lineo In the following sketches,
Lhe dotted line shows the path of your LLL Lpi.le onsnfn3 The solid red llnefllg

the yellow line.1he dasnwd line in tLe regifaline. Consider each of the tour
eases" ’w

 

 

 

 

 

A“ move. you. ever passed hem? yes 0 no 0 only in rare cases 0

335 C:3<—4b aflfl

.....

 

B. Rave you ever panned hr-w? vet.» 0 no 0 only in tor-e easesg

 

yg.ymv-°---:

EN! (:3 nqp' ' Eda

Cs Hews you ever panned here? go» C! no [3 only in rare «agent:

 

W“‘.:
on” ache-rs..-

Wyn-321,494,117" unrhnfi s-~:' v, '1". -'-.r‘-. ‘
mu? m as.» SEW:

 

D, Dnve ywu ever panned here? yen [3 no E3 only in rare gaaeefli

L-

-00 ‘fi°"°c--

 

o 0‘.
m- w-fl m. w m? i” “Iv . _ _ _, v 7.1 _:—_.-....,,,..- -

 

_When npprouebing a Nowpassing zone, whinh do you notine first? {Check one per group?

During the daytime: During the night;
a. The yellow line [:] a. The yellow line I l

bu

c. I don”: know [:1 e I. don"; know

30 you leel‘thec the presenc system of marking No~peesing zones in adequate?

yes D no --

Would a large yellow sign like Lhie one

   

 

placed on the leftband

side of the road, at. the start. off the yellow line, be helpful? yes no I E

12 THANK YUU FOR YOUR TlNE

13

practices, that it will be published separately. Parts of this
report, dealing with passing practices and marking techniques are
used in this thesis. A discussion of the results of the question-

naire follows in Chapter IV.

Required Passing Distances

In order to check the present minimum sight distances used
for design of crest vertical curves against those required for
present day vehicles, the formulas used for determining these
distances were re-evaluated. Requests were sent to the leaders of
the automotive industry for passenger vehicle acceleration data.
From acceleration rates, or curves of the acceleration performance
for present day passenger vehicles, new minimum sight distances
required for various vehicle lengths,starting speeds,and headways
were computed. Passing distances were computed on Michigan State
University's Control Data loo-A Computer. These computations pro-
duced time and distance required to complete a passing maneuver and
the final speed upon completion of this maneuver. It was necessary
to assume the vehicle length, starting gap, and starting speed.
For the purpose of this thesis, the initial speed and starting gap
were considered to be of the same numerical value, or 40 MPH initial
speed and a 40 foot starting gap. The passing distances for a
number of representative vehicles were computed. The speeddtime
curves for these various vehicles are shown in Appendix B as Graph 1.
The length of the vehicle being passed was varied from 20 feet to 60

feet and the starting speed from 30 to 40 MPH and up. It was also

14

assumed that the passed vehicle would remain at a constant speed.
The distances associated with the passing maneuver are shown in
Figure l. The acceleration data used, method of computing the new
distances, and the theory behind the formulas are discussed in
Appendix B. The results of the computations are discussed in

Chapter IV.

No-Passinngone Accident Study_

In considering the driver characteristics in the counties
chosen for distribution of the questionnaire, it was felt that a
check of the no-passing zone accidents would give some idea which
passing maneuver characteristic was the most hazardous. After
checking with the Traffic Division of the Michigan State Police,
it was found that the accidents were filed by year, township, and
county, and this classification would lend itself readily to the
analysis desired. The development of the analysis forms and the
results of one county are discussed in Appendix C. This analysis
proved to be not feasible because of the difficulty in determining
if the accident had actually happened in a no-passing zone.

No-passing zone accidents were also explored on a state-
wide basis, using the IBM card filing system of the Michigan State
Highway Department's Traffic Division. This analysis was also not
carried out because there seemed to be too few incidents, incomplete
coverage, and no relation to the counties used in the study. A
discussion of the study and recommendations for further work are

found in Appendix C,

15

FIGURE 1

PASSING HANBUVER DISTANCES

 

 

 

 

 

 

 

 

 

 

 

 

 

 

A firmness B
_ (v':::_‘:f"; Passing vehicle (3
E222- 45:33:»
Opposing vehicle appears
' when passing vehicle reaches
. d1 1/3d2 point A
Second Phase
'_.. _.... -:‘\. «13:35.22:ij
-r- —— -—- 21:1???” \—--P-— -— —-
__ _ _ -_ "[32 ~29
It . 2/3 :12 r
1H—ue —nv<——>~e #-
d1 d2 d3 . d4

 

Reaction Left-hand lane Clearance Opposing Vehicle

CHAPTER IV
ANALYSIS OF RESULTS

Driver Passing Practices and Observance of MarkingTechniques

 

The percentages of the total sample that answered each
question on the questionnaire and the percents that did not answer
(NA) are shown on Form 2. The distribution of the percents, on
question 5A or passing at the beginning of the no-passing zone,
shows that many people do cut the start of the yellow line, con-
sidering both "only in rare cases" and "yes" as affirmative responses.
This type of passing maneuver has been performed by 62% of those who
answered the questionnaire.

The majority of the drivers, EEK, will not pass entirely
within the zone, but when asked if they would pass at the end of
the zone, 42% said they have, when the "rare" and "yes" responses
are totaled. This lack of observance of the end of the no-passing
zone should cause serious concern of the present standards,
especially in view of the variability of standards among the
different states.

A major point to be considered is the combination of driver
responses to the passing questions, especially in relationship to.
the evaluation of the marking policy. Table 5 is a grouping of
some of the interesting combinations that were found when studying
passing practices. Only 4Q% of the drivers indicated what could be

considered the correct driving practice. This allows that "rare"

l6

'r
I. 3‘

QUESTIONNAIRE, RESPONSE PERCENTS SHOWN

"I" 1‘: :1; [Ah ;;;".‘ 1

7‘. - J' "is. r FORM 2

|
w."

These questions are asked as palt of a gnaflIrte research project at Hirhig a) Stazg
lkfiversity. This study is (Interied with the dyiveI"‘ s qusISIsndJng oi hiuhwsv
Newpassing zones. Ihis questionnaiie in no we; will afieci ynur license renewal-

Please help by answering the f:ollowing questions as thsv apply to ynur_nnrm31

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

   

 

d ivino __h-'.‘blt8.
1' 26.83% 72.22% 0.95% NA
1. Have you ever had a class in driver education! yes! i no [:3
2. 63% NA
2. Sex.§Ln§§5r 35 32% Age e .W,, Approximate yeaxs yIu have driven.ww:er.
L9. ”Lennie yes 181?. 65% 2.1% fix: g1”:
0.66% NA
3.. Do you like: to drive? yes [3 no I deends on time and placel '
16. 45 '2.24% 1.32% NA
4. Do you usually feel uneasy about passing another car? yes [:3 no
5. When approaching a Nowpsssing zone, most drivers know what the yellow line means.
we wish to know how the drivers react to this line. In the following sketches,
the dotted line shown the [ uIth of your car while pansi.g, The solid red line is
the yellow line The dasn.d line is the centarline Consider each oi the ion;
cases. 23 6E% 34 63% 38. 9&% . 2.78% NA
A. Have you ever passed here? yes C] no [3 only in rare cases C)
m a» 833
8. Have you ever passed here? yes 0 no 0 only in use cases '
sea :29 ~fib Si.&
23' 037 52é0%19059% 4. 68% NA
C. have you ever passed here? yes no only in rare cases
m 8.33% 63L" 2"“ “A
D. have you ever passed hers? yes [3 ns C] only in {are assent)
'fifi' C:>-4= In!
6. ,Uhen approaching a No~passing zone, which do you noniae first? (check one per grflcpl
During the daytime: q. During the night:
a. The yellow line 49°49% a. The yellow line D 36.55%
b. sign B 45-47% h.
c. I don“: know [:1 5.0€Z a.
3. Do on isel‘that the res 9 eye stem of markin No- assi zones is ads once?
y73.o 19. 9 NA 3 p “8 q
yes no
80 Would a large yellow sign like this one No PaQQLu; placed on the lefthgn:i

    

68.86% 28. 72% 2. 92

side of the road, at. the start. of the yellow line, be helpful? yes 0 no NA

* Not in suitable form to be placed here.
17 THANK YOU FOR YOUR TIME

18

TABLE 5

PASSING PRACTICES OF DRIVERS

 

 

 

 

 

 

 

 

 

 

 

Response Combination . Percent
Heading of of Total
Group ' 5A SB SC SD 'Group Number Number
1 Rare No No Yes Correct 216
No No No Yes Driving 208
Rare No Rare Yes Practice 132 .
556 40.64%
2 No No No No Never ’ 29
Pass ‘__;
49 . 3.53%
3 Yes Yes Yes Yes Always 29
Pass __
‘ 29 2.12%
4 Yes No No Yes Pass at 98
start,but
not in or
at end of ___
zone , 98, 7.16%
5 Yes No Yes Yes Pass at’ 75
start and 12
end, but not 65
in'zone ’_J§1
_ 180 13.16%
6 No No Yes Yes Pass at end, 65
No No Rare Yes but not in 47
or at start ‘___
of zone 112 8.19%
7 Sub Total 1024 74.85%
8 Any combination not Unexplained 236
covered above patterns .___
236 17.23%
9 One or more no-answer No-answer 108
responses in each patterns ___
108 7.90%
10 Total 1368 100.00%

 

19

violations of the beginning and end of the no-passing zone be con-
sidered good driving. Group 8 in Table 5 are those response patterns
that had no apparent logical arrangement. Group 9 includes all
patterns which had one or more blanks. Adding the percent that
inever pass to those that pass correctly, and subtracting from 10oz,
leaves about 56% of the driving population that donft pass the way
the highway engineers intend them to pass. This makes the placement
and lengths of the no-passing zone a critical part of the highway
design and marking, because when considering length alone, any .
distance removed from.the required distance increases the-chances
for head-on collisions. The required distance mentioned here is
that distance required in the leftéhand lane to complete the passing
maneuver. The lack of observance and its effect on the re-evalnation
of no-passing zones will be discussed in the next chapter.

Additional data on driver passing practices and observance
of marking techniques is given in a number of tables in Appendix D.
Tables 14 through 20 show an analysis run between the different
responses to the four passing questions, and Tables 21 through 25
show responses to questions about the adequacy of the marking
techniques. It is interesting to note that in Table 21, sax of the
drivers feel that the present marking system for no-passing zones
is adequate, yet 70% of the drivers feel that the Iowa Pennant sign
would be a help. A closer look at this in Table 25 shows that 52% ~
of the total respondents said "yes" to both questions. In other
words, these drivers feel the present system is adequate, but

another sign would help.

Required Passing Distances

Using the equations deve10ped in Appendix B, and car per-

formance data supplied by car manufacturers for vehicles in their

test fleets, passing times and distances, as a function of initial

speed fbr two critical car lengths of the vehicle passed, were

computed. Nine representative vehicle performance curves were used

in the computations, with the characteristics listed below:

Car No.

1

Year
1951
1951
1962
1958
1962
1960
1959
1963

1963

Source

G.M.
G.M.
G.H.
G.H.
G.H.
Ford
Ford
Ford
Ford

Characteristics
Best performing car 1951
Poorest performing 1951
Poor performing foreign
Average of 1958 cars
Best performing car 1962
Low performance car
Foreign small car
Foreign small present car

Medium performance car

Note that the source of this information is gg§_identical

or even related to the make of the cars used. The make is not known

and should only represent typical cars on the road today.

It was desired to check the newly computed distances with

those used in the national standards

1

and the most recent researchll,

and an attempt was made to match the conditions of this earlier

work. Since the newly computed distances were not in a form that

21

the average passing speed could easily be computed, it would be very
difficult to match the earlier work.

Initial speeds of 45, 55, 65 MPH were used to determine the
distances required to complete the passing maneuver. This assumed
that the passed vehicle travels at or near the posted speed and the
passing vehicle starts his passing maneuver a distance behind the
passed vehicle equal to the posted speed in feet. The most critical
case to be considered is when the passing vehicle is confronted with
opposing traffic. Therefore, the passing vehicle was assumed to
remain at full acceleration until back in the right-hand lane. The
results of the computations are shown as Table 6. Some of the
vehicles were unable to complete the passing maneuver in a reasonable
length in the higher epeed ranges. The distances shown are from the
point of beginning acceleration, to the point of returning to the
right-hand lane. This distance is normally called "d2" or the
distance covered while in the left-hand lane. The times are also
associated with this distance. As stated above, the final speeds
are based on the assumption that the passing vehicle remains at
full acceleration until it is completely back in the right-hand lane.

To determine the required passing sight distance for the
various posted speeds, there must be three other distances added:

1) The driver decision time or "d1", which is a function of speed;
S=vt where v=initial speed, t=reaction time which is 2-4 seconds
(will be taken as 3 seconds here), 2) The vehicle clearance at the

point of returning to the right-hand lane, or "d3", which varies

22

 

 

 

 

 

 

 

 

 

 

 

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23

with the speed and will be taken from the national standardsl,

3) The distance covered by the opposing vehicle or "d4", which will
be taken as the posted speed times two-thirds of the time required

to complete the passing maneuver. The new required passing sight
distances for the various posted speeds are shown in Table 7. These
values are shown for the vehicle groups and also for the speed groups.
At the bottom of the table are the values taken from the existing
standardsl.

In trying to develop some comparison between the newly
computed distances and the present standards, a number of difficulties
arise. The two minimum passing sight distances are not computed in
the same manner and the test vehicles vary greatly. To use only the
poorest performing vehicles would give unduly restricted passing
characteristics. To use an average of the characteristics for the
various speed ranges is too conservative for the best, but inadequate
for the poorest performing vehicles. An average also assumes equal
numbers of each vehicle group on the highway. But in order to get
at least a basis for some preliminary comparison, the average of
those vehicles that could complete a pass in each speed range was
used. The comparison of the minimum passing sight distance thus
obtained with that given in the national standards is shown in
Table 8. The percent increase, in each group is fairly close to
the findings of Normanll, who showed increases in the average
distances passing vehicles were in the left-hand lane of lit. The
effect of these newly computed distances will be discussed in

Chapter V .

24

TABLE 7

ELEMENTS OF SAFE PASSING SIGHT DISTANCE

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Distances in Feet Total Distance for Speed
Vehicle Initia Groups
Group Speed d1 d2 d3 (‘4 Total 45 MPH 55 MPH 65 MPH
45 198 681 180 366 1425 1425
1 55 243 966 250 534 2002 2002
65 287 1358 310 792 2747 2747
2 45 198 871 180 493 1742 1742'
55 243 1364 250 809 2666 2666
3 45 198 875 180 493 1746 1746'
55 243 1424 250 849 2766 2766
45 198 626 180 330 1334 1334
4 55 243 865 250 476 1834 1834
65 287 1214 310 696 2507 2507
45 198 528 180 267 1173 1173
5 55 243 727 250 384 1604 1604 e
65 287 969 310 533 2099 2099
6 45 198 860 180 486 1724 1724
7 See gable 6
8 45 198 999 180 578 1955 1955.
9 45 198 725 180 396 1499 1499
55 243 1092 250 627 2212 2212
AASHO Standards for the various design
or Posted Speeds. 1470 1857 2175

gs

 

 

 

 

 

25

TABLE 8

COMPARISON BETWEEN PRESENT STANDARDS & NEWLY COMPUTED
PASSING SIGHT DISTANCES

 

Design Speed 45 MPH 55 MPH ’ 65 MPH

 

Present Standards
Ref. 1 1470 1857 2175
(Feet)

 

Newly Computed
Average Value 1575 2181 2451
(Feet)

 

Difference in

(Feet) 105 324 276

 

Percent Increase : .7.14% 17.46% . 12-70%

 

CHAPTER V
CONCLUSIONS & RECOMMENDATIONS

Conclusions

When considering the increases required in the lengths of
passing crest vertical curves due to the decreases in vehicle sil-
houettes, the lower silhouetted vehicles require longer curves. A
decrease of the driver eye height from 54 inches to 42 inches
(potential minimum) requires an increase of 13.4% in the length of
the vertical curve(g). This increase is caused by the lower sil-
houetted vehicle having to be much closer to the crest of the curve
in order to see an approaching vehicle. Since the main concern of
this thesis is a re-evaluation of the marking of the present zones,
the effect on design will be covered lightly. This increase of
13.42% makes many of the present summit curves unsafe. For instance,‘
a passing crest vertical curve, surveyed with a driver eye height of
54 inches, and just having the required minimum sight distance of
1000 feet, would require a vehicle having a driver eye height of
42 inches to travel 134.2 feet further to have the sight distance
necessary to pass. This is assuming the critical case of two vehicles
approaching each other, both having the driver eye height of 42 inches.
In order to make this crest vertical curve safe, a re-survey with the

driver eye height of 42 inches would be necessary. .

 

(3) From formulas developed in Ref. 7.

26

27

This decrease in the driver eye height, or HI, would make the curve
a non-passing summit. This case is even critical when the curve is
already marked "No-Passing", and using the same basis (54 inch HI and
sight distance of 1000 feet, with curve just under). The lower
silhouetted vehicle, timing his passing maneuver to return just
before the yellow line, cannot see the approaching vehicle for 134
feet when the taller vehicle can, and should have been given the
yellow line sooner. Considering this along with the lack of observé
ance by the driving population, of the ends of the yellow line or
no-passing zone, makes this situation one for grave concern. These
factors, coupled with the increases in minimum required passing
sight distances for present day vehicles, make the present standards
'unsafe for much of the motoring public.

As discussed in Chapter IV, the increases of 22-112 in the
minimum required passing sight distances for the various Speed
.ranges, give an average of about 13% in the newly computed distances.

These values are in addition to the increases needed for the lower

silhouetted vehicles .

Recommendations

Since most of the highway no-passing zones are marked by
surveying the curve with a given driver eye height and a mini-1m
sight distances”, there mst be changes in the criteria used with
the field procedure. Since there is an extensive lack of observance
of the ends of the no-passing zone, the full required sight distance

should be given the driver. The national average driver eye height

28

was 47 inches in 1961, and a potential minimum is thought to be
42 inches; therefore, the lower value should be used to insure safe
roads for all the motoring public. To design for 85% of the drivers,
and to say "The small sports car and foreign cars don't amount to
much, so let's forget them”, is not sound nor safe engineering
practice. The driver of the small vehicle should be given the same
consideration as the largest vehicle. Therefore the standard should
be such as to insure safe passing or adequate marking, as the case
may be. The driver eye height used for marking no-passing zones
and determining lengths of vertical curves, should be taken as 42 inches
The minimum passing sight distances should also be adjusted
for modern vehicle characteristics. These newly computed distances
are shown in Table 9. The full value of these distances should be
used, and not only a portion as done by some states. The driver has
shown that he rarely will pass within the zone, but often will
~violate both ends. The zone seems to mean to the driver that "I
don't have adequate sight distance once I'm at the yellow line, but
before and after I do". Therefore, the line should be placed to
denote this fact. To assume the driver will not pass in an area
500 feet from the yellow line, marked on the basis of 1000 feet,
for a road and speed calling for 1500 feet, is not very sound when
considering the results of the driving questionnaire. For this
reason, the full distance should be used in marking. Using these
newly computed distances does not mean that the no-passing zones will

be as long as these distances, but only that whenever the driver

29

TABLE 9

RECOMMENDED MINIMUM PASSING SIGHT DISTANCES
FOR RURAL TWO-LANE ROADS

 

Posted Speeds

45 MPH 55 MPH 65 MPH

 

 

Distanc C t d
(1.395” e 1575 2181 2451

Distance Rounded
(Feet) 1600 2200 2500

 

30

does not have this minimum passing sight distance he will be given
a yellow line.

It is also felt that the Iowa Pennant sign would greatly
decrease the violation of the start of the yellow line. This sign
is large enough to be seen at some distance prior to the start of
the zone and being placed on the left-hand side of the road would
not be blocked from view when passing trucks, as is the case with
the present "Do Not Pass" sign. The motoring public seems to feel
that this sign would help, for 68% said yes to question 8 on the
questionnaire. The Michigan State Highway Department obtained very

favorable results with the field test of the sign.

10.

11.

12.

BIBLIOGRAPHY

A Policy On Geometric Design of Rural Highways, American Asso-
ciation of State Highway Officials, Washington D.C., 1954.

Corder, L. W., The No-passing Zone, Traffic Engineering, Vol.
28 No. 1, Oct. 1959, p. 37

Haber, R. A. and Witheford, D. K., Correlation of Vehicle Design»
and Highway Design, Proceedings of the American Society of
Civil Engineers, Vol. 86, No. HW2, June 1960, Part I,
pp. 15-35.

Hilts, H. E., Safety, An Essential Element in Highway Engineer-

ing Desigg Practices, Highway Engineering Conference,
University of Utah Proceedings, 1947, pp. 99-113.

Lee, C. E., Driver Eye Height and Related Highway Design.
Features, Highway Research Board Proceedings, 1960, Vol. 39,
pp. 46-60.

Levonian, E. and Case, H. W., Behavioral and Demograp_ic
Correlates of Responses to a Drivi_g Questionnaire, Highway
Research Board Proceedings, 1961, Vol. 40, pp. 582-592.

Loutezenheiser, D. W. and Haile, E. R., Driver Eye Height and
Vehicle Performance in Relation to Crest Sight Distance and

Le th of No-passing Zones,fiII. Vertical Curve Desigg,
Higfiway Research Board Bul. 195,1958, pp. 4-8.

Manual 0n Uniform.Traffic Control Devices for Streets and
Highways, U.S. Department of Commerce, Bureau of Public
Ron 8, Washington D.C., June 1961.

Manual 0f Uniform Traffic Control Devices, Michigan State
Highway Department, 1953.

Nagler, L. H., Passenger Car Dimensions as Relating to Parking
Space, 1. Vehicle Data, Highway Research Boar Bul. 195,
1958, pp. 30-40.

Norman, 0. K., Driver Eye Height and Vehicle Performance in
Relation to Crest Sight Distance and nggth of No-passing.
Zones, 111. Driver PassingPractices, Highway Research
Board Bul. 195,1958, pp. 8-13. '

Prisk, C. W., Passing Practices on Rural Highways, Highway
Research Board’Proceedings,Vol. 21,1941.

31

13.

14.

15.

16.

17.

32

Stonex, K. A., Driver Eye Height and Vehicle Performance in
Relatiopfto Crest Sight Distance and Length of No-passing
Zones, 1. Vehicle Data, Highway Research Board Bul. 195,
1958, pp. 1-4.

 

 

Stonex, K. A., Review of Vehicle Dimensionsiand Performance
Characteristics, Highway Research Board Proceedings, Vol.
39, 1960, pp. 467-478.

 

Stonex, K. A., Correlation of Future Vehicle and Highway Design,
Proceedings of the American Society of Civil Engineers,77
Vol. 88, No. HW2, September 1962, pp. 47-76.

Traffic Control and Roadway Elements, The Automotive Safety
Foundation and U.S. Bureau of Public Roads, Washington D.C.,
1963.

Young, J. 0., Building Safety Into Your Road 8 stem Traffic
Conference Procee ings, Sacramento, Cali ornia, 1950,
pp. 14-19.

33

APPENDIX A

Questionnaire Development

34

Questionnaire Development

6

Design of Questionnaire
In the design of this questionnaire, it was felt that the

following information would be advantageous: 1) Driver's sex,

2) Driver's age, 3) Formal driving education, 4) Driver's reactions
in various passing situations. The first attempt at a questionnaire
is shown as Form 3. After discussion and a sample questioning,
there were changes made in the general form and also in the arrangee
ment of the third question. The result of this change is shown as
Form 4. In this new form the question about driver education is
.placed first in an attempt to make the questionnaire less formal.
Question 36 was omitted, but added again in the final forms of the
questionnaire as a check of the driver understanding. It wasalso
felt that Question 3 on_Form 3 should be made into two questions to
limit the confusion that could arise. Form 4 was then field tested,
‘by handing out a small number of questionnaires to local drivers,
and was also discussed with personnel of Michigan State University's
Driver Education Course. It was felt that the lead paragraph should
state that the following questionnaire in no way would affect the
:respondent's license renewal. The number of years driven was
considered useful information and was added as a question. Discuss-
.ion lead to the adding of questions asking whether the driver liked
to drive, and if he felt uneasy about passing another car. A
question about the adequacy of the present marking system. and a

‘fillrin.to find if the driver did notice that the color of the

35

delineators changed in the no-passing zone, was added at this time.
The result of the above is shown as Form 5. Form 5 was then field
tested and it was found that the fill-in or Question 9, would have
to be omitted because of the difficulty in coding the results.

After a discussion with personnel from the Bureau of Social and
Political Research and the School of Psychology, it was felt that
there should be further regrouping of the questions and some changes
in the style used. If the responses were to be the truthful ones
we required, the respondent would have to be in a relaxed state of
mind when answering. Therefore, the questions were rewritten a .
number of times and sketches were added to the questions about
passing maneuvers. The result is shown as Form 6. After a small
sampling with this form, it was found that some color would have to
be added to denote the yellow line. This is shown as Form 7. .A
sampling with this fOrn showed that the added rehponse of "Only in
Rare Cases”, would be necessary for all parts of Question 5, to

give the driver who would only pass once in a great while, and only
under rare conditions, a chance to answer more truthfully. This
change is shown as Form 8. Before the final sampling, Question 5
was changed from "Would you pass here", to "Have you ever passed
here", in order to obtain the actual driving habits without the
influence of a right and wrong type choice. The final questionnaire

is shown as Form 9.

36

Distribution of the_9uestionnaire

When first considering a questionnaire as a method of
obtaining driver characteristics and passing practices, a number of
methods were considered and discussed, and the use of driver license
renewal offices was considered the best suited location for distribu-
tion. The counties of Kent, Genesee, Ingham and Clinton were chosen
to give a cross section of the industrial, educational, political,
and rural communities in Mid-Michigan. A sample of the final ques-
tionnaire was shown to the Chief Examiflbr for the office of the
Secretary of State. This office approved the questionnaire and
wrote letters to the local sheriff and police departments concerned
requesting that they give all assistance they could without disturb-
ing their normal Operations. The Chief Examiner also supplied the .
total renewals of operating licenses for all of the seven locations
for the year 1962. These values, along with the percentage break-
down, total forms issued and returned are shown in Table 10. The
number of questionnaires to be issued was chosen at 2000 to give a
comparable sample to the smaller renewal offices. The number of
‘unanswered questionnaires is fairly high in Genesee County because
'their office was moved to a new location during the test period
and an added delay in analysis would have resulted if the remaining

questionnaires had been administered.

Questionnaire Coding

When the questionnaires were returned, it was decided that

a coding arrangement that could easily be placed on IBM cards would

37

greatly aid the analysis, since a bivariate program was available

on MISTIC(h) for card type data. A coding scheme such as shown in
Table 11 was used to expediate the coding operation. It was found
that an overlay with these code numbers located at the holes cut for
viewing the responses, greatly aided the coding process. This data
was then placed on standard code sheets to assist in the card punch
operation. The computer program dictated that there be one card per
questionnaire and therefore the final was 1368 cards, plus the
necessary parameters. The age and years driven did not appear in a
suitable form to be compared with the other responses and had to be
'placed in one digit form. The data deck was run to give the
comparison of the first digit of age against the second and then an
equal group breakdown was used in the recode of both age and years

driven. This breakdown is shown as Table 12.

Questionnaire Analygis Available

The computer program that was available could supply the
total numbers and percentages that answered each question and the
way that it was answered. It also was possible to compare each
question's results against the results of each of the remaining
questions. The row percentages, means, and standard deviations;
the column percentages, means, and standard deviations; the total

percentages in each row, cell and column; and the "chi square" Cr?)

 

(h) Michigan State University's Computer in 1962

38

distribution of each cell and the total table; the expected fre-
quencies of the cells; and the total table correlation could easily

be found with the computer program available.

. --

1 .

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37.7.1; pas 57317.3 mother car? 1.7.33 D 33:) E]

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7.375.331 to 133307.37 I. 07.3 the drivers react to 1m“ 7: lingo In the £011”va 7:70 33.130177772373739

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A.,. 17:33.71d you 7:373:73 here? 3,773.73 L] 3170 U 0231;“ in rare canes Q

 

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D7. Wmld you pasahere? yes 0 no only in rare cases U

 

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are 113.3 37773“! 11313 I so The "gum line Y]
116“ A .....— 3373”" ‘“
b. T133 3.7m; 33.5.53 D b. The. N01: sign [:1
BE!" ‘éxn '" .
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" T30 you feel that the present. 63mm of mark. .233 13061373333313 terms is Brit: Mwn‘b...

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3‘38 A I m \5,»
N Paaafbgm 1331313633 on 13177332 73.7.

d a 1:31:13 377311033 sign 77alike! this one o ..

t!“ 3 road, at the start of the yellow line, be help? L1? yes [:1 no :3

 

 

 

 

 

 

side of
44 THANK YOU FOR YOUR TEE

37‘ (£73 you notice first? (Check one p.017 g;.:'~r:7i=y

\(vuvfifivovovno-Q‘.’ v-.----I--— - —- - _ _ -..V

TO the Drilyor; FORM 9

These questions are asked as part at a graduate research project at Michigan State
University. This study is concerned with the driver"s understanding of highway
bio-passing zones. This questionnaire in no way will affect your license renewal.
Please help by answering the following questions as they apply to Lur normal
driving__ habits.

 

 

 

1. Have you ever had a class in driver education? yes no D

 

2. Sex mmm Age m Approximate years you have driven m

 

 

 

 

 

 

3. Do you like to drive? yes L‘ no [3| depends on time and place I:

4. Do you usually feel uneasy about passing another car? yes no

 

 

 

 

 

 

 

 

5. When approaching a Rio-passing zone, most drivers know what the yellow line means.
We wish to know how the drivers react to this line. In the tollowing sketches,
the dotted line shows the path of your car while passing. {he solid red line_i_s
the yellow line. The dashed line is the centerline. Consider each of the four

cases.
A. Have you ever passed here? yes 0 no 0 , only in rare cases 0

 

.-..
wavwmmm 23-3“?" WW9?!

”=3..me

3. Have you ever passed here? yes 0 no 0 only in rare caseso

...-.-.-‘-

K'Jmh-mm :gfieme":

”ED—a-

C. nave you‘sver passed here? yes 0 no 0 only in rare caseso

*~~_*““~1:$.:~--

”WWI-3?: “...-I" WI - *rm. II E:

 

D. have you ever passed here? yes D no 0 only in rare caseso

 

o '
_- 7" '* “ “‘~ w w _ nn— .-
mm.9p,'nrnm1m
I. (:3 —s- In

 

6. ‘When approaching a Rio-passing zone, which do you notice first? (check one per group)

During the daytime: During the night:
a. The yellow line a° The allow line
b. The sign [3 b.

 

c. I don" t know c. I. don"t know D

7. Do you feel‘ that the present system of marking No-passing zones is adequate?

yes ID! no El

8. Would a large yellow sign like this one No Passi

 

 

 

placed on the lefithand

'7'

side of the road, at the start of the yellow line, be helpful? yes D no D

45 THANK YOU FOR YOUR TIME

46

TABLE 10

DISTRIBUTION OF QUESTIONNAIRE

 

 

 

 

 

 

 

 

 

Percent Ratio of Lost or
Renewals of Total Total Number Number Not
No. Location 1962 Renewals Issued Issued Returned Answered
1 “Kent
Sheriff 14,100 9.56 191.2 190 183 7
2 Kent
Police 29,800 20.22 404.4 405 390 15
(Gr.Rapids)
3 Genesee
Sheriff 60,200 40.84 816.8 810 347 463
(Flint)
—4 Clinton I . ,
Sheriff 5,700 3.86 77.2 80 (51)* 80
5 Ingham
Sheriff 7,900 5.36 107.2 110 108 2
(Mason) '
6 Ingham
Police 23,200 15.74 814.8 315 287 28
(Lansing) '
7 Ingham
Police 6,500 4.42 88.4 90 53 37
(B.Lansing) '
TOTAL f 2000 1368 632

 

; These questionnaires were not returned in time to be added to
the analysis runoff on the computer and therefore must be
considered lost.

47

TABLE 11

CODING SCHEME USED ON RETURNED QUESTIONNAIRES

 

 

 

COLUMNS DATA
ON COVERED
CARDS BY CODE C 0 D E U S E D
Genesee-l Kent Sheriff-4 Ingham-7
1 Location Clinton-2 Lansing ------ 5
Kent Police-3 E. Lansing--6

  
 

 

 

0 through 3 ie 2
0 through 9 4 = 247 th

0 through 9

  

 

 

 

 

7 Deck 1 n
8 Blank #1f
9 Question 1 No answer 'Yes No
. 0 1 2
10 Question 2a 0 Mile Femgle

 

 

II Question 23 First digit in age
I?

 

 

 

 

 

 

 

 

 

 

 

 

12 Second digit in age
I 13 Question 2c First digit in years driven
14 " Second digit in years driven .
j: 4m
15 Question 3 No answer Yes Depends No
0 1 2 3
16 Question 4 Yes No
0 1 2
17 Question 5A Yes Rare No
0 1 2 3
>18 Question 58 0 l 2 3
19 Question 5C 0 l 2 3
p 20 Question 5D 0 l 2 3
21 Question 6A Yellow line Sign Don't Know & NA
1 2 3
22 Question_68 l __V_ 2_ erVWUV 37

   

 
 

 

‘_i

  

No answer Yes No
0 1 ' 2
24 Question 8 I o, 1 ~ ,2

23 Question 7

 

 

 

48

TABLE 12

BREAKDOWN 0N DRIVER'S AGE AND NUMBER OF YEARS DRIVEN

 

Years Driven

 

 

 

 

 

 

 

 

 

 

Age Grouping Code Used Grouping
0 0
15-21 1-4
22-25 5-8
26-30 9-12
31-35 13-17
36-40 18-22
41-45 23-27
46-50 28-34
51-55 35-39
56 + 40 + .

 

49

APPENDIX 8
Required Passing Distance

Theory & Data

50

Required Passing Distance, Theory & Data

Theory

A passing maneuver, as discussed here, begins when a driver
who desires to travel at a certain speed is slowed down by another
vehicle traveling in front of him at a slower speed than the first
driver is willing to accept. The first driver will then pass the
slower vehicle at the first adequate opportunity he gets. The case
in point should be the worst possible case, called herein the
‘"critical" case. The engineer should tailor his design and other ‘
considerations to this case.

'Before defining the critical case, it will be helpful to
assess the entire normal passing process and separate it into logical
components and define all parameters involved. The components are
shown in Figure 2. The passing vehicle gains on the slower.vehicle
until the gap between the two induces the faster vehicle's driver
either to begin the passing maneuver, or, if this is not possible,
‘to reduce speed and maintain an adequate distance between himself
and the vehicle in front. Since this last case is less critical in
the sense discussed here, it will be omitted from further discussion.
When the driver decides to pass, he accelerates at maximum or near
maximum acceleration and pulls out into the passing lane. He first
covers the gap between himself and the slower vehicle, then he over-
takes the slower vehicle, travels side by side, and stays in the

left-hand lane until he thinks he has sufficient clearance between

51

the rear of his car and the front of the slower vehicle. Then he
returns into the right-hand lane and resumes the Speed at which he
normally travels.

In all passing maneuvers, various factors enter into the
determination of the distance and time required for passing. These
factors are listed below:

1. Initial speed of passed vehicle

2. Initial speed of passing vehicle

3. Gap between vehicles when passing begins

4. Gap between vehicles at end of passing

5. Acceleration of passing vehicle

6. Speed change of passed vehicle

7. Length of passed vehicle

8. Length of passing vehicle

9. Grade of roadway.
frhe critical case to be discussed here is one in which most or all of
‘the conditions are adverse to the passing maneuver but not such that
passing is undesirable. In the critical case, the acceleration of
‘the passing vehicle is relatively low, either for low performance
‘cars at moderate speeds or for high performance cars at high speeds.
What makes it critical is the fact that the passing vehicle takes a
long time to accelerate and overtake the passed vehicle. Other
:fiactors in the critical case are long gaps at the beginning and end
of the maneuver, long vehicles being passed and passing, adverse

speed changes of the vehicle being passed, and down grade.

52

The distance required for a passing maneuver is the distance
traveled by the passing vehicle. For the vehicle that begins its
passing maneuver at the same Speed as the vehicle being passed, but
accelerates at full throttle until the maneuver is completed, the

distance traveled during the passing maneuver is:

t=o
Since Vt is changing at full throttle at a rate a=Vt/dt which is not

constant at high speeds, the distance equation (1) is changed.

t
Vt==Vo + Lat dt (2)
—o
t
D=VOT+fatdt v (3)
t=o

In equation (3) both D and T are unknowns to be solved for. Another
expressibn for D can be written using the distance traveled by the

car being passed, as shown in Figure 2,

D = H1'+ L1‘+ V2T + L2 + H2 (4)

‘where: H1 = Gap before passing
H2 = Gap at end of passing
L1 = Length of passing vehicle
L2 = Length of passed vehicle
V2 = Speed of passed vehicle

IEquating equations (4) and (3), we get:

Tt
H1+H2+L1+L2+V2T=Vothjatdt (s)

t=o

53

It is now assumed, as is acceptable for the critical case, that the
speed of the car being passed (V2) remains constant and also is the

initial Speed of the passing car (V0), the equation (5) reduces to:

t
H1+n2+L1+L2=ijatdt (6)
t=o

In this equation, the left side is the sum of the car lengths and

the gaps, or in other words, the distance that the passing car has

to gain during the maneuver. The right side of the equation is the
integral of the distances gained by acceleration of the passing
vehicle. The speed for which this equation holds true is only implied
in the parameters which depend on speed. The equation therefore
holds for vehicles standing still or traveling at any Speed for

which the parameters are defined. Since at is not given in the form '
of a function useable in an analytical solution, but rather in the
form of data obtained from field observation of Speed vs. time for
various cars, it appears best to solve the above equation by numerical
intergration in the computer. The data fed into the computer was the
speed attained in one-second intervals (Vt,At = l). Interpreting

the first integral of acceleration with time as the speed attained

t (Vt-vt_1) At
jat dt =2 At =vt-vo

up to that time:

 

t=o t=o
and converting the second integral to a summation:

T t T or
t=o t=o t=o

54

Equation (6) becomes now:

T
t=o
where: Vt -'V0 = [XV Speed differences from t = 0

t = constant time interval (one second)
Equation (7) gives a rectangular summation. For closer approximation
and better interpolation possibilities,the trapezoidal rule can
replace the term in the summation as follows:
Vt =. (Vt + Vt_1) /2

Inserting this expression in the summation the result is:

111 + H, + L1 + L2 = 2((Vt + vt__1)/2 - v0) At=ZAvt (a)
t=o t=o
In the computer the solution for T is effected through summation

of the right side until the value of the left side is reached.
Interpolation for the final value of T is made linearly:

T = t - tc where tc is less than 1
t

tc =th - (H1 + H2 1L1 + L2) (9)
t=o sEEAvt ~tjzylvt
t=o ' t=o

Assumtions: Values for the parameters used in the equations are

 

assumed as follows:

f(t) is given from the car performance data

1) v.c

2) Li Vehicle lengths are assumed for the extreme
cases, 20 feet for passenger cars, and 60

feet for truck combinations

Data

3)

4)

H

v0

55

Gaps at the beginning and end of the passing
maneuver are highly variable and controversial.
Since minimum gaps do 22E produce critical
values, the conventional, although generous,
gap Size proportional to travel speed in MPH
are used initially. Hi = c i

Initial speed and speed of passed vehicle
are varied in the computations (independent
variable). It is assumed, however, that the
passed vehicle maintains his Speed through-
out the maneuver.

The data fed into the computer was from the speed vs. time

curves supplied by the automotive industry. Rather than Show all

of the curves obtained, only those for the nine groups listed on

page 20 are included here. These curves are shown as Graph 1.

56

FIGURE 2

COMPONENTS OF PASSING DISTANCES

 

 

 

)-
/&3 + \-
H]. I V2 T L2 H2 L1
pt +-

 

UI

 

 

57

GRAPH l

TIME-SPEED COMPARISONS OP VEHICLES FOR SELECTED MODEL YEARS ‘

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

KEY: A
Vehicl
17—1 ---------
2——00 AL..—
3-—w ----- r-----
Speed
(MPH)
100
80
60
4O
20
O i
0 4 8 l2 16 20 24 28 32

\

Time (Seconds)
* See page 20 .

58

APPENDIX C

Accident Study Development

59

Accident Study Development

Accident Data Collection

In the gathering of the data for the accident study, the
accidents on two-lane rural highways were singled out for analysis.
Of these accidents, only those that occurred in a no-passing zone '
would beplaced on Form 10, and a tally sheet would be used for the
remaining. A check of the accidents in the counties chosen involved
a check of the filed forms such as shown as Form 11. To determine
if the accident had occurred in a no-passing zone a check of the
Traffic Control section, on the second page of the form, had to be
made; The words "No-passing Eone" had to be added under "Other".
It was found that this made it very difficult, since this required
the investigating officer to make a special entry.

A check of the accident records for all of the rural town-
ships in Kent County was made and the results are shown as Table 13.
Of’the total 1579 accidents in 1962 that occurred on rural two-lane
roads, there were only 18 No-passing zone accidents. Of these 18,
only 4 were actually a result of improper pasSing and the other just
happened in the no-passing zone. Since reporting of accidents is
:not a rigidly controlled operation, and the type of information
:required for such analysis requires a special notation and is not
:readily available, further analysis of the accident records for the
:remaining counties was dropped from the study. It was felt that the
added effort required to check each accident form would not add

enough to the analysis to justify the time required.

60

Recommendations for An Accident Analysis

In order to make a study of this type worth while for
analysis, it would be neceSSary to know the major cause of all
accidents filed. Since the entry to cover no-passing zone accidents
was not always made, a careful reading of the form must be made to
determine the cause of the accident. To cover the counties that
were chosen for distribution of the questionnaire would have meant
over a month of man hours spent viewing the filed reports. The
Michigan State Highway Department's Traffic Division maintains a
file on all accidents and this data has been stored on IBM cards.
In discussing the analysis with the personnel of the Highway
Department, it was learned that the accident records are not stored
by counties, but are on a state-wide basis. This would mean that
all of the cards would have to be run and the counties chosen sorted
out. Then, these cards would have to be rerun to sort out the rural
two-lane road accidents and again for passing accidents. This type
of analysis would be much faster and more accurate than the manual
sorting of forms. Since the time involved to prepare the cards and
to obtain the results would have delayed this thesis, it was felt

that only a diScussion of the method would be included.

U
‘ mqwul..~

 

 

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n" ' T A ‘ .‘ Mr .w‘v r. 2'. ‘31:"
TILUI‘KLIAJ: :- '0 LIJQAAHAJ, .,),,(. -lgo
u. .-t v-rm‘a ‘. (Oat-r. 'I -. -uo.-_. “tr—fl"- tum-Jamar “unfit-v.21- 7;
‘\l r-- w’ —. .— -z-~ r u an ‘- \, h
no.1 VLLAL‘JIAU. Ez‘nz‘. 4.9.5311- TIPS;
“adult-sumw.“ ——— in
F7 7 Q 1" r7 f‘ (I
D L I") L4 n “£2; LIL (AFT Ull
-‘ m-_ mwvvzn

 

no.2 VEHICLE 'EAR mans TYPE

 

D53. V3731 5534.. ACE HIE hi5}! CAT

_1- 3‘2;

mn3vuuaa has mas mms

 

DRIVER SEE AGE EYE HEIGHT

 

LIGHT CONDITION DAY ,_ 005a OR DAWN ‘__ DARK

 

KOAD CHAILQCTER STRAIGHT LEVEL
CUWE Oh CRAB-E '

 

ROAD TYPE LAN BS 1 2 3 Z,

VIOLATION If-APHOPER PASSIruG TRAFFIC CONTROL NO—PASS ZONE ....

 

COUNT! TAPO SECTION

 

THUNKLINE NO. “ COUATY RD. NO...

 

NO.) 1 VEHICLE YEA? {H.513 TYPE

 

 

 

DEIVER SEX AGE EYE dBl GMT

{'40. 2 VB ICLE YEAR :‘dILhE TYPE

 

 

DRIVER sax AGE EYE BEIGHT

no. 3 VEHICLE Yiih aims TIPE'

 

DRIVER sax AGE EYE HEIGHT
LIGdT comnxrzon DAY DUSK OR Dawn DAP.
ROAD CHARACTER STRAIGHT LEVEL

CU EVE ON C- R at» D E
HILLCREST

*-

 

TRAFFIC -CONTROL NO-PASS ZONE -

_

 

ROAD TYPE LANES 1___ 2 3 a

VIOLATIOh IHPHOPEB. PASSIKG

 

61

EUR“ Ll.
STATE or MICHIGAN m we
OFFICIAL mamc ACCIDENT REPORT

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

,{ sheets .mched ..............-..... Department Complaint No.
Date" 19 ........ Day of Week at AM. ................... PM.’ 1 File Class Number .....................
County City Twp. Sec. .........................
Highway or street on which accident occurred (Name) Trunkline No. ........................ County Road No. ....................
AT ITS INTERSECTION WITH (street, highway or R. R. crossing) ................................................
OR
IF NOT AT INTERSECTION: (feet or miles or fractions thereof) [N S I E [w
of (intersecting street, highway, city, village, county line or 12.12.)
° 1 f e
Specie re erenc Use to indicate more precise location: (alley, house number, stream, milepost, underpass, or other landmark)
gr to property ether than vehicles CODE OF INJURY
Name 0139“ and "“9 nature 0‘ damage (Use only the most serious one In each space for iniury.)
K - Dead before report made. '
(1an D r 01’ ----------------- .. feet from [PT [8 IE Iw J edge 0‘ madway A -Visible signs of iniury, as bleeding wound or distorted member, 0'
f f b k had to be carried from scene.
and address 0 owner 0 0 ice: struc B - Other visible injury, as bruises, abrasions, swelling, limping, etc.
C - No visible iniury but complaint of pain or momentary unconsciousness.
O - No indication of iniury.
Year. No.. 8t lCC MFSC
Year ...... Make Type State of Reg No. No. -..-.. .............
Parts of vehicle damaged Vehicle removed to: By: .---.."
Ownerfl'ULL Name) Street or RFD City State
Driver(FULL Name) Street or RFD C C S
. - “Yr 0'1")“ ‘5“ AGE sex INJURY
Driver's Regular Operator 3 License C] Date of
License Other Type License B ........ .. Birth
State Number Specify Type and/or Restrictions Month, Day, Year
OCCUPANTS
Front Center .... Address
Front Right Address ........
Rear Left Address ......
Rear Center Address
Rear Right .. Address
Name Street or RFD City and State
Year, No.. a lCC 5755c
Year-.............. Make Type State of Reg No. No.
Parts of vehicle demeged...... Vehicle removed to: By:
0wner(FULL Name) Street or RFD City State ...................
Driver(FULL Name) Street or RFD C C S ..
ity, ounty, tate
r - AGE sex INJURY
Driver’s Regular Operator 3 License [:I Date of
License Other Type License B Birth
State Number Specify Type and /or Reetrictime Martin, DOV. 1’98?
occvpms ‘
Front Center Address .......
Front Right Address
Rear Left Address ......
Rest Conn-r Address ..
Rear Right Address
Name Street or RFD City and State
'—
taken to By
|_
ATHER LIGHT KIND OF LOCALITY ROADWAY
Check me) CONDITION (Check one)
(Chou one) CONSTRUCTION SURFACE CHARACTER ' CONDITION
(Check one) (Check one) (Check two) (Check one)
ear or cloudy D Mtg. or industrial
lining D Daylight [:1 Shopping or business I] Concrete D Dry D Straight road D Defect (describe)
owing D Dusk or D Apartments E] Blacktop D Wet C] Curve
3 down D School or playground D Gravel [3 Snowy or icy
her (opacity) D Darkness [:1 One family homes D Dirt or sand D Other (specify) [:1 Level
L h Id , Ii
[:1 Farms, fields D Other (specify) D On grade £2,222 56;; '9 ppery
D Net developed D Hillcrest D No defect
F
Name Address Age Sex ......
Name Address Age Sex ......
Nam Address Age Sex,,,,,_ L

 

 

ML APPLICABLE SCHEDULES MUST BE CHECKED. OFFICER’S CONSIDERED OPINION SHOULD BE GIVEN IF FACTS ARE NOT ._ V

 

 

 

 

 

 

 

WHAT DRIVERS WERE GOING TO DO BEFORE ACCIDENT ROAD TYPE (Check me or "'0'.er
Driver No. l was headed [N IS IE I. l on S at MPH O‘R'vz‘a

treet or Hifllway [3 D 1 driving lane
Driver No. 2 was headed [N LS IE 1' I on at-........ MPH C] D 2 driving lanes
D‘RIVZER (Check one for each driver) C] D 3 driving “I".
[___] Cl Go straight ahead D E] Make U turn C] C] Back I: [:1 4 or more lanes
E] [:1 Overtake Cl C] Slow or stop I: D Remain stopped in traffic lane C] D Divided roadway (um r“ “a”,
D [:1 Make right turn D D Start in traffic lane [3 D Remain parked D C] Divided roadway (oflgog)
E] [3 Make left turn D C] Start from parked position [3 B One way street

C] [j Unpaved - any width

 

WHAT PEDESTRIAN WAS DOING

[:1 Along

E] Across or into

 

 

 

 

is Is

E] Crossing or entering at intersection

Iv

I

Pedestrian was going [N
(Check one)

D Crossing or entering not at intersection
[3 Getting on or off vehicle

Street Name, Highway No.

D Walking in roadway - with traffic

C] 'alking in roadway - against traffic
D Standing in roadway

 

 

To
N.E. corner to 5.8. corner, or woos to ”stain, .

D Pushing or working on vehicle

D Other working in roadway
[:1 Playing in roadway

D odaerilln'
D Nazism“!

 

VIOLATION INDICATED (Check one or more for each driver)
DRIVER

APPARENT PHYSICAL CONDITION (Check me or not. a. ”was“.

 

 

 

 

DRIVER

l l 2 .
D [3 Speed too fast E] C] Made improper turn C] Split], ill [3 E] [:1 Normal
[3 [3 Failed to yield right of way Cl [3 improper or no signal [3 Cl [:1 Fatigued D Cl l:l Condition not known
B C] Drove left of center [:1 [:1 improper parking location [:1 C] [:l Asleep I: [:I “"3313: 5’: 2:9"!
[3 C] Improper overtaking C] D Other improper driving (describe) D D D Other impairment D D Restricting on license»:
E] [:l Passed stop sign (describe) complied with (describe)
C] C] Distegarded traffic signal
[:1 C] Followed too closely CI [:1 No violation indicated

VEHICLE CONDITION

 

DRINKING CONDITION (Check one) VISION DESTRUCTION

TRAFFIC CONg’RO I..

(Check one ornlore) Quack alter - -

VEHICLE
DRIVER maltose: one ornlore for each driver) ' 2 D Stop sign
1 2 FED. HAD BEEN onmxmo: l3 [:1 Defective brakes C] Stop and go eisn“

i:l l:l D Under the influence

Cl Cl C] Net under the influence (describe)

I 2
[:J [:1 Iindshield or windows

[3 Officer or wards-Ill
C] an. gates or sit“‘”

D I: Defective lights
C] D Defective steering

 

E] D D influence not known

 

D D [:1 Had not been drinking

l: D [3 Not known if drinking (describe)

D [:l Bldgs., signs. bushes. crops,
embankment. parked cars, etc.

 

D D Defective tires [:1 Other(npecI!7) e
. O l
E D Other defective equipment ~ ' I - I " i .
Control not Mai”;
(specify) D wgcut

inadequate 0‘
(describe)

 

CHECK IF APPLICABLE:

 

[___] C] Not known if defective

 

[I D B Chemical test given

 

El Cl No vision obstruction

[:l E] No defect

D No traffic 13mm"?1 I “I

 

 

INDICATE ON THIS DIAGRAM WHAT HAPPENED
1. Draw heavy lines to show streets

INDICATE

REMARKS AND RECOMMENDATIONS

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

2. Name streets . z - NORTH (am, 1
3. Draw arrow winting north ' , I BY_ ARR ow Inspect scene I“ need 0‘ traffic eflflfleflhl? D Ye! C] :2 (atrial.
4- 5110' veh. “Dd Ped- thus: ’ . - ' Re-esamine driver for license competency? D I I
Vehicles—_>E> @<_ _ 'zo : . ' ...-”ff“. ‘i
. . .0 . . I . . ...... ~ - .. ... . ... - fl
Pedestrians O (——-—— ° . ° ' . . ' ' . ' lit/fig;
3. Show an le of collision ° . - . - ° . °
....... x. O O I O O O I O O .0 I O O O O. D I O O O O . D O O O 0‘. 0 O O f ”f
e e . e _//.___’n
.. . ./ ,Ms
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e . e I/ i
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. e I e . . . : I f/
e . e . . 0 /’/
. . . .:e .3 s //
e o ' - e . . o _/ 4”
e e e e e . . fl.
' . _ - ' ' '- . Use complaint form or— sheet of paper for more extensive ‘e
a ' e //
o Arrest: Name Charge “.../’7
at
O Arrest: Name Charge.... ................. / //"/
4”
8 Reported by (name) ...Addrees "I" /
m
w Date received Time ...- ........ [:I AM D PM Report received by (officer) ,7”.
2 investigator .. ‘
.1 Signature and Rank Badge No. Station or Deparnu‘“ 90,119.;
0
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at scengi [:1 Yes D No taken?" p D Yes D No closed by: El Arrest [3 Other Date 4/ Vat—.47

 

 

 

i1

" o. it":

63

TABLE 13

LIST OF ACCIDENTS IN TOWNSHIPS OF KENT COUNTY, MICHIGAN, FOR 1962

 

 

 

 

 

 

N O N F A T A L F A T A L
Total Accid. No- Total Accid.
TOWNSHIP 1962 Not in Passing Form 1962 Not in

No-Passing Zone 11 No-Passing In

Zones Accid. Number, Zones Zones
1 Ada 80 None -- -- 1
2 Algona 91 None -- __ __
3 Alpine 88 None -- _- __
4 Bowne 11 None -- -- --
5 Byron 90 None -- 1 -_
6 Caledonia 41 1 1 _-
7 Cannon 75 1‘ __
8 Cascade 32 2 3-4 _-
9 Courtland 53 2 5-6 -_ --
10 Gaines 44 None -- -- -_
11 Grand Rapids 85 None -~ --
12 Grattan 48 1 7 --
13 Lowell 32 2 8-9 -- ~-
14 Nelson 37 2 10-11 1 --
15 Oakfield 43 1 l2 1 --
16 Paris 176 None -- 3 -~
17 “ Plainfield 17s 1 13 4 --
18 Solon 24 1 14 -- __
19 Sparta 81 ' 1 15 3 __
20 Spencer 17 None -- 1 _-
21 Tyrone 32 None -— l --
22 Vergennes 24 None -- _- __
23 Walker 153 2 16-17 3 --

24 Wyoming All city None -- -- -fg¥
1535 17 26 l

 

TOTAL 1579

64

APPENDIX D

Tables of Questionnaire Results

65

Tables of Questionnaire Results

The passing practices of the drivers are shown in Tables 14
to 20. Table 14 shows the percents of the total that answered each
of the four passing questions and the way they were answered.
Tables 15 through 20 are a comparison between two of the four pass-
ing questions. These tables show the percent of the total that
answered both of the questions with the responses shown at the top
and side of the table (white bar), the percent of each row that
answered the responses shown above (slash lines), and the percent
of the column that answered the response shown at the side of the
table (vertical lines).

The marking techniques are discussed in Tables 21 to 25.
Table 21 is a listing of the total percents that answered and how
they answered. Tables 22 through 25 are comparisons of the differ-

ent questions. The cells have the same breakdown mentioned above.

66

LEGEND FOR TABLES

15-20 22-25

 

Percent of the total number of respondents that answered

 

 

 

both questions. All cell percents add to 100%.

7'
VJ Percent of those that answered the response shown at the
far left of the row and then answered the response shown above.

Each row will add to 100%.

___!

Percent of those that answered the response shown at the

 

 

 

 

 

 

top of that column and then answered the response shown at the left.

Each column will add to 100%.

67

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

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