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Prepared by:
Hamilton Associates & Montufar and Associates
Prepared for:
Transport Canada, Road Safety and Motor Vehicle Regulation Directorate
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TP 14238 E
March 2003
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EXECUTIVE SUMMARY
Improving road safety requires a combination of enforcement, education, and
engineering initiatives. It has been well recognized that legislative and
enforcement initiatives, such as seat-belt laws and impaired driving enforcement,
have reduced the number of crashes on Canada’s roads. Similarly, new passive
in-vehicle safety systems, such as air bags and daytime running lights, have also
helped to reduce collision frequency and severity.
This study identifies the most effective road engineering improvements that have
been introduced in the past 40 years in Canada and the United States. It also
contains research on the road safety benefits that have been achieved due to
better road engineering, specifically improved road design and traffic operations.
The study was jointly conducted by Hamilton Associates of Vancouver and Montufar
& Associates of Winnipeg.
After an initial review of the literature, a “master list” of 41 engineering
countermeasures was selected for further review. These improvements were
gradually introduced in Canada from the early 1960’s through to the late 1990’s.
A survey was then prepared and distributed to 63 experts in road safety
engineering, mostly in Canada but also including the United States. The experts
were asked to rate the effectiveness of each countermeasure, in terms of reducing
collision frequency and severity. 26 responses were received, and the ranked list
of countermeasures is shown in TABLE ES-1. The maximum point score that any one
countermeasure could receive was 78 points.
The top 14 ranked countermeasures were carried forward for further analysis,
plus “Roundabouts” and “Rumble Strips”, to represent recent safety countermeasures
from the 1990s.
Table ES-1: Ranked List of Engineering Countermeasures
| |
Countermeasure |
Points |
Date |
| 1 |
Divided Highways |
67 |
mid 1960's |
| 2 |
Intersection Channelization (left-and right-turn lanes) |
58 |
late 1960's |
| 3 |
Clear Zone Widening |
55 |
mid 1970's |
| 4 |
Breakaway Devices (for luminairs, sign bases) |
53 |
late 1970's |
| 5 |
Energy-Absorbing Barrier End Treatments |
53 |
early 1980's |
| 6 |
Protected Left-turn Phases |
51 |
late 1970's |
| 7 |
Rail Crossing Warning Devices (gates, signals) |
51 |
late 1960's |
| 8 |
Access Management |
50 |
late 1970's |
| 9 |
Rigid Barriers (median and roadside) |
50 |
mid 1970's |
| 10 |
Intersection Angle Limits (to 70 or better) |
48 |
mid 1960's |
| 11 |
Horizontal Curve Flattening |
43 |
mid 1970's |
| 12 |
Passing Lanes (along two-lane highways) |
42 |
mid 1970's |
| 13 |
Positive Guidance |
42 |
mid 1980's |
| 14 |
Street Lighting |
41 |
mid 1970's |
| 15 |
Decision Sight Distance |
40 |
mid 1970's |
| 16 |
Roundabouts |
40 |
late 1990's |
| 17 |
Two-way Left-turn Lanes |
40 |
mid 1970's |
| 18 |
Climbing Lanes (along mountainous highways) |
39 |
mid 1970's |
| 19 |
Rumble strips (edge-line or centre-line) |
39 |
mid 1990's |
| 20 |
Signal Display Conspicuity |
36 |
mid 1980's |
| 21 |
Vulnerable Road User Accommodation (s/walks, etc.) |
35 |
late 1980's |
| 22 |
All-Red Signal Phases |
35 |
mid 1970's |
| 23 |
Highly-Reflecting Pavement Markings |
34 |
mid 1980's |
| 24 |
Highly-Reflective Signs |
34 |
mid 1980's |
| 25 |
Super-elevation Improvements |
34 |
early 1970's |
| 26 |
High Friction / Open Textured Pavement |
33 |
mid 1980's |
| 27 |
Travel Lanes Widening |
33 |
early 1970's |
| 28 |
Shoulders Widening |
32 |
mid 1970's |
| 29 |
Prohibiting Parking Along Arterials |
31 |
mid 1960's |
| 30 |
Longer Taper Lengths |
29 |
late 1970's |
| 31 |
Advance Warning Flashers |
27 |
mid 1980's |
| 32 |
Signal Progression along Corridors |
27 |
late 1960's |
| 33 |
Truck Escape Roads or Ramps |
27 |
late 1970's |
| 34 |
Pavement Turn-Guidance Markings |
24 |
late 1970's |
| 35 |
Overhead Flashing Beacons |
22 |
mid 1970's |
| 36 |
Traffic Calming |
22 |
late 1980's |
| 37 |
Larger Traffic Signs |
20 |
early 1990's |
| 38 |
Rest Areas |
20 |
mid 1970's |
| 39 |
Travel Demand Management |
20 |
mid 1980's |
| 40 |
Intelligent Transportation Systems |
19 |
late 1990's |
| 41 |
Larger Street Name Signs |
17 |
late 1980's |
Detailed research was conducted on the quantifiable benefits that have been
demonstrated for each countermeasure, in terms of reductions in crash frequency,
rate, and severity. An estimate was then prepared, at the “order of magnitude”
level of accuracy due to a lack of relevant literature, of the crash reduction
benefits that have been achieved by road safety engineering countermeasures in
Canada. It is estimated that approximately 11,000 lives were saved and
approximately 500,000 injuries were prevented in Canada between 1979 and 2000,
due to road engineering improvements.
How to get the full report:
The full report on Roadway
Safety Benchmarks Over Time is
available in a printable format (271 KB)
To view PDF documents you must use Adobe® Acrobat Reader. Visit the
Adobe site to download the latest, free version.
If you need an alternative format or for more information, please contact us by e-mail at
RoadSafetyWebMail@tc.gc.ca
or call toll free 1-800-333-0371 (Ottawa area (613) 998-8616).
Road Safety and Motor Vehicle
Regulation Directorate
Transport Canada
Tower C, Place de Ville
330 Sparks Street
Ottawa, Ontario
K1A 0N5
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