The Role of Speed for Street in Highway DesignThe Role of Speed for Street in Highway Design

Norman W. GarrickLecture 2.1

Street and Highway Design

Norman W. GarrickLecture 2.1

Street and Highway Design

The Role of Speed for Street and Highway DesignThe Role of Speed for Street and Highway Design

Norman W. GarrickLecture 2

Street and Highway Design

Norman W. GarrickLecture 2

Street and Highway Design

Speed and The Role of the Designer

Speed is perhaps the most important parameter for the design of both streets and highways

As we saw in the speed survey, design has a huge impact on the speed chosen by drivers

The role of the designer with respect to designing for speed varies depending on if we are designing for context time or system time

Context Time

Social Behavior Governs

Multi-functionalCulturally defined

PersonalDiverse

Unpredictable

The design should be such that the speed of vehicles are under control

In many Europe cities the maximum speed in built-up areas is 18 mphThis is not the tradition in the USA, but we are moving in that directionIn any case, the design should be consistent with the desired speed

System Time

Traffic Behavior Governs

Single purposeRegulated

ImpersonalUniform

Predictable

The design should be such that vehicles can operate safely at high speeds

In system time the operating conditions needs to be uniform and predictable for safe high speed operations

Speed and Traffic Safety

Speed affect the severity of crashes

Not necessarily the number of crashes

Chance of Pedestrian Fatality vs. Impact Speed

http://webarchive.nationalarchives.gov.uk/+/http://www.dft.gov.uk/foi/responses/2005/nov/203040message/paperaboutthedepartments20302445

Crash Severity

10

Change in Speed at Impact (mph)

Pro

babi

lity

of F

atal

ity

Source: FHWA-RD-98-154

20 30 40 50 60 70

20%

40%

60%

80%

100%

Courtesy of Jim Charlier

Annual US Traffic Fatalities

‘20 ‘30 ‘40 ‘50 ‘60 ‘70 ‘80 ‘90 ‘00 ‘08

50,000

40,000

30,000

20,000

10,000 12,155

52,62750,000

40,000

30,000

20,000

10,000

Source: NHTSA, FHWA

33,808

‘09

Courtesy of Jim Charlier

1970Fatality per 100,000

Source: OECD - IRTD

1970Fatality per 100,000

Source: OECD - IRTD

2005Fatality per 100,000

Source: OECD - IRTD

2005Fatality per 100,000

Source: OECD - IRTD

How Do We Talk about Speed in Street and Highway Design?

• What are some terms that are used for characterizing speed?

•How do we conceptualize speed for design purpose?

Common Description of Speed

• Operating Speed• Running Speed• Design Speed• Target Speed

Is design speed equal to running speed?… or operating speed? … or target speed?

What should be the relationship between these various types of speed?

AASHTO Definition of Speed

AASHTO defines three different types of speed

• Operating Speed• Running Speed• Design Speed

AASHTO DefinitionOperating Speed

The speed at which drivers are observed operating their vehicle during free-flow conditions

In other words, this is the chosen speed of the driver on that point in the road way (not encumbered by congestion or weather or other adverse conditions)

This is the speed that I am trying to get at when I ask – What speed would you choose?

Typically AASHTO suggest using 85 percentile observed speed to represent the operating speed

AASHTO DefinitionRunning Speed

The speed at which an individual vehicle travels over a highway section

The running speed is not necessarily in the control of the driver since it is affected by congestion and weather

What is the relationship between operating speed and running speed for the same section of roadway?

AASHTO DefinitionDesign Speed

A selected speed used to determine the various geometric design features of the road way

Say what?

To understand what design speed is, we need to look into i) how it is selected, iii) what it is used for, and iii) how it is used

It is a deceptively complex concept that is essential to parse in order to understand how AASHTO design works

Selecting the Design Speed

The assumed design speed should be a logical one with respect to the topography, anticipated operating speed, the adjacent land use, and the functional classification of highway.

Except for local streets where speed controls are frequently included intentionally, every effort should be made to use as a high a design speed as practical to attain a desired degree of safety, mobility, and efficiency within the constraints of environment quality, economics, aesthetics, and social or political impacts

The selected speed should fit the travel desires and attitude of nearly all drivers that are expected to use a particular facility

What is Design Speed used For?

Once the design speed is selected, all of the pertinent highway features should be related to it to obtain a balanced design. Above-minimum design values should be used, where practical. Some design features, such as curvature, superelevation, and sight distance, are directly related to, and vary appreciably with, design speed

Other features, are not directly related to design speed, but they do affect vehicle speeds. Therefore, wider lanes, shoulders, and clearances should be considered for higher design speeds

1/R

Station12+00 22+00

0.0005

Curve 1

Curve 2

-0.00075

27+00 35+00

Alignment as 1/R Plot

How is Design Speed used in Practice?An Example

What is the design speed of the two roads shown?Since both of these alignments are freeways they most likely have a DS of 60 or 70

mph (lets assume 60 mph for this exercise)(The alignments are presented as 1/R plots – see next slide)

Highway A

Highway B

How is Design Speed used in Practice?An Example

Under the AASHTO procedure, the design speed is used to determine the minimum radius of curvature for the roadway section. For a design speed of 60 mph, the minimum radius of curvature is 1300 ft

The designer can then choose to use any radius larger than this value. We can assume that this was the procedure that was applied to these two sections of highway

How is Design Speed used in Practice?An Example

In the case of highway A, all the radii used are significantly larger than the minimum. In fact, the smallest radius used is 5,500 ft, using the AASHTO formula; this radius would be equivalent to a design of speed of about 120 mph.

We perhaps might not expect an operating speed of 120 mph, but it is clear that this entire section of road could be comfortably traversed by most drivers at speeds well in excess of the design speed.

Highway A10-mile section of alignment

11 curvesMaximum Radius = 20,000 ft

Minimum Radius = 5,500 ftAverage Radius = 10,200 ft

How is Design Speed used in Practice?An Example

The alignment for Highway B is quite different: the smallest radius here is 1,432 ft and the average is 4200 ft - less than that the smallest radius for Highway A. But again the result is the same, the operating speed would be higher that would be expected, given the design speed.

Highway B10-mile section of alignment

12 curvesMaximum Radius = 11,500 ft

Minimum Radius = 1,400 ftAverage Radius = 4,200 ft

What does this example tell us about Design Speed?

The first question it raises in my mind is whether or not the DS speed process results in a maximum or minimum limit on actually operating speed

The second point I notice is that DS approach can produce very different type of facility for the same design speed

Is design speed a maximum or a minimum limit?

This example illustrates a very important feature of the design speed approach that is not always appreciated by all designers. The design speed sets a minimum level for the potential operating speed on a roadway. This is not a major problem on the two roads that are used as examples here.

In both cases we have high-speed freeways where there is no risk of conflict between human activities along the road and the speed of the vehicles on the road. This becomes, however, a big issue when one is designing roads in a context where high speeds affect livability and safety of other road users - including pedestrians.

Is design speed a maximum or a minimum limit?

The problem is that the design speed approach gives no guidance to the designer on how to design for an upper limit on speed for a given project. The result is that many newer roads and streets have the look and feel of roads that are designed for 50 or 60 mph, but are sign-posted for 25 or 35 mph.

Variation in design for the same design speed

It is important to note that an experienced and knowledgeable designer can use this design speed approach and the technical information in the AASHTO or similar guide to design context appropriate roadways

However, the design speed approach does not readily facilitate the development of a context sensitive design solution, and in fact all too often it is used to produce context inappropriate designs

Variation in design for the same design speed

In this regard, the design speed approach can be considered to be too flexible – this is illustrated by the two very different design solutions that are represented by Highway A and Highway B above. Both highways are designed using more or less the same criteria, but the choices made about the alignments are very different.

Of the two roads, Highway A is more continuous, since the discontinuities between curves and tangent sections are not as sharp and the alignment is more curvilinear. Highway A is also more consistent, since all the curves are about the same radii.

However, Highway A also has the potential for much higher operating speeds because the curve radii are so large. (The actual operating speeds will depend to some extent on other design factors, such as the vertical alignment and the width.)

Controlling maximum speed in design

It would seem that the issue of varying operating conditions for the same design speed should be addressed through changes to the concept of design speed and how it is used in the design process

In other words, the design procedure must provide an approach to consider both the maximum and minimum desired speed on the roadway. The design speed approach only controls minimum speed on a road segment and gives no guide for controlling maximum speed

The Relevance of the Design Speed Concept

The theory or research linking design speed to these various design features is not always clear.

One key study, NCHRP 15-18, shows that in urban areas, operating speed is relatively insensitive to geometric characteristics.

In rural areas, operating speed is sensitive to radii and grade but less so to other geometric characteristics.

The Problem of Using Design Speed in Urban Areas

Under the AASHTO approach to design, the design speed influences the choice of a host of design parameters, and not just alignment design. These include features such as lane-width, shoulder width, median width and the clear zone. Design speed is also used to help decide on whether a specific element should be part of the design for a given roadway.

The problem is that these are the very features that we found in our speed survey that helps to control speed. Therefore, there is a conflict between the DS process and the need to control speeds in most urban and some rural environment

The Problem of Using Design Speed in Urban Areas

Based on these and other studies, some have pointed out that design speed is only useful for the design of freeways and other high speed highways

The concept of design speed seem to be misapplied when used for urban streets or other streets that should operate in context time

The idea of target speed is to select an appropriate speed for the context and then to design to ensure that most drivers will chose to go no faster than the target speed

For more information on speed and design please click here

Target Speed

Design Speed Approach

Target Speed Approach