ITE Journal - March 2021 - 47

Results and Discussion

Speed (MPH)

in a good-visibility environment. Drivers may not present
hesitation (significantly low) speed at the speed detection zone
Figure 4 presents the relative hesitation reduction obtained from
due to the influence of the upstream side street (driveway) in the
the before-after study. Three sites (Forest Hill Blvd., Pembroke
" before " stage. During nighttime, drivers may hesitate twice at
Blvd., and N. Boulevard) experienced a significant hesitation rate
the upstream side street and rail track. Thus, the speed-based
reduction after implementing the proposed implementation, at
hesitation measures used in this study may underestimate the
a confidence level of 99 percent, in both daytime and nighttime.
effectiveness of the countermeasure in reducing hesitation rates at
Forest Hill Blvd. and Pembroke Blvd. have an exclusive right-turn
rail tracks in daytime at the two sites.
lane connecting to an50.0
on-ramp of I-95. An interstate shield on
(MPH)
15th Percentile
Possible Hesitation
ƒ	 On Commercial Blvd., the relative reductions in hesitation
pavement was used provide guidance information (Figure 2a). The
rate were 67 percent (daytime) and 91 percent (nighttime).
exclusive right-turn lane on N. Boulevard connects to a surface
Only the nighttime reduction was significant at a confidence
road (SR-580/Busch Blvd). Text pavement markings were used to
Headway <10 seconds
37.5
level of 99 percent. Before this study, a dynamic envelope
provide guidance information, as shown in Figure 2b. The length Potential influence
pavement marking that indicates rail track areas was applied
of exclusive lane varies across sites, from 525 ft. (160 m) (Forest Hill by a leading car
Blvd) to 90 ft. (27.4 m) (N. Boulevard). With different conditions, 11:11:27 a.m. on Commercial Blvd. to reduce stopping behaviors in track
areas.8 A bright yellow dynamic envelope outlined by white
the proposed countermeasures
present effectiveness in preventing
25.0
incorrect turns onto tracks.
hash marks is effective in making drivers aware of highway11:11:39
a.m. crossings and reducing hesitation. Consequently,
On Hallandale Beach Blvd., relative reductions were11:11:20
100 a.m.
rail grade
percent for both daytime and nighttime. On Hollywood Blvd.,
a reduction
Headway
≥10 sin hesitation rates on Commercial Blvd. was
12.5
hesitation rate reductions were 61 percent and 91 percent
insignificant during daytime due to the existing dynamic
during daytime and nighttime, respectively. However, only
envelope markings. At night, the proposed countermeanighttime experienced significant reductions at the two sites (at
sures presented significant effectiveness in reducing driver
a confidence level of 990.0percent). At the two sites, a side street
hesitation even with the dynamic envelope treatment.
11:10:15
a.m. close to rail tracks (30 ft.
11:11:35 a.m.
(driveway) in the upstream
is very
ƒ	 Overall, hesitation rates are more likely to be reduced by 89
[9.1 m] and 60 ft. [18.3 m] from the side street to the first rail
percent and 97 percent on average at the six sites with the
Timeline
track edge for W. Hallandale Beach Blvd. and Hollywood Blvd.,
proposed countermeasure during daytime and nighttime,
respectively); drivers may hesitate at the side street (driveway)
respectively, and both hesitation reductions were significant
and detect rail tracks before reaching the speed detection zone
at a confidence level of 99 percent.

Daytime*

Relative Reduction of Hesitation Rate %

100

100% 100%

*99% Confidence level

100%

91%

87%
75

Nighttime*
100% 100%

100% 100%

91%

97%
89%

67%
61%

50

25

0

Forest Hill
Blvd.

Pembroke
Rd.

Commercial
Blvd.

Hollywood
Blvd.

Hallandale
Beach Blvd.

N. Blvd.

Overall

Figure 4. Relative reduction in hesitation rates caused by proposed countermeasures.
w w w .i t e.or g

M a rch 2021

47


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ITE Journal - March 2021

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