Scholarlink

<p>The Crash Modification Factor (CMF) is a widely used tool to quantify the expected change in crash frequency after implementing a specific countermeasure on a road or intersection. This research aims to directly estimate CMFs for rural road facilities using the Case-Referent (CR) approach, typically employed in epidemiology to analyze risks related to individual attributes. Similar idea is implemented in road safety analysis, where the entity of interest is a road section rather than an individual to assess the impact on total, rear-end, head-on, daytime, and night-time fatal crashes. Using a 1:2 matching ratio, cases and referents were paired based on the annual average daily traffic (AADT) to estimate odds ratios. The findings revealed that a lane width of 2.75–3.00&#xa0;m was the safest for all fatal crashes. Additionally, providing a 1.01–1.50&#xa0;m paved shoulder acted as a protective factor for head-on, daytime, and night-time fatal crashes. However, increased unpaved shoulder width contributed to more rear-end and daytime fatal crashes. The study also showed that curves with a radius of less than 250&#xa0;m reduced rear-end fatal crashes by 10%, while smaller curve radii increased total, head-on, daytime, and night-time fatal crashes. This research can guide the standardization of rural two-lane undivided roads and highways, ultimately improving road safety and reducing crashes.</p>

错误：搜索内容不能为空，请输入英文关键词
错误：关键词超出字数限制，请精简
高级检索

Development of crash modification factor for lane and shoulder width: a matched case-referent approach

  • 期刊论文

  • 发表日期：

    2025年8月23日

查看全文
  • Ankit Choudhary,
  • Rahul Dev Garg,
  • Sukhvir Singh Jain

摘要

The Crash Modification Factor (CMF) is a widely used tool to quantify the expected change in crash frequency after implementing a specific countermeasure on a road or intersection. This research aims to directly estimate CMFs for rural road facilities using the Case-Referent (CR) approach, typically employed in epidemiology to analyze risks related to individual attributes. Similar idea is implemented in road safety analysis, where the entity of interest is a road section rather than an individual to assess the impact on total, rear-end, head-on, daytime, and night-time fatal crashes. Using a 1:2 matching ratio, cases and referents were paired based on the annual average daily traffic (AADT) to estimate odds ratios. The findings revealed that a lane width of 2.75–3.00 m was the safest for all fatal crashes. Additionally, providing a 1.01–1.50 m paved shoulder acted as a protective factor for head-on, daytime, and night-time fatal crashes. However, increased unpaved shoulder width contributed to more rear-end and daytime fatal crashes. The study also showed that curves with a radius of less than 250 m reduced rear-end fatal crashes by 10%, while smaller curve radii increased total, head-on, daytime, and night-time fatal crashes. This research can guide the standardization of rural two-lane undivided roads and highways, ultimately improving road safety and reducing crashes.