Headway on urban streets: observational data and an intervention to decrease tailgating |
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| Affiliation: | 1. School of Transportation Science and Engineering, Harbin Institute of Technology, China;2. Department of Civil Engineering, The University of British Columbia, Canada;1. Key Laboratory of Road and Traffic Engineering of the Ministry of Education, Tongji University, 4800 Cao’an Road, Shanghai 201804, PR China;2. Jiangsu Province Collaborative Innovation Center of Modern Urban Traffic Technologies, Southeast University, SiPaiLou #2, Nanjing 210096, China;3. Civil Engineering Department, University of Kentucky, 265 Raymond Building, Lexington, KY 40506, USA;1. 206 Guanggu 1st Road, School of Civil Engineering and Architecture, Wuhan Institute of Technology, Wuhan 430205, China;2. 1178 Heping Avenue, School of Transportation, Wuhan University of Technology, Wuhan 430063, China;3. 428 Jianshe Avenue, Planning Research Studio, Department of Transportation of Hubei Province, Wuhan 430030, China;1. School of Civil Engineering, The University of Queensland, St. Lucia 4072, Brisbane, Australia;2. School of Civil and Environmental Engineering, Science and Engineering Faculty, Queensland University of Technology, 2 George St GPO Box 2434, Brisbane Qld 4001, Australia;3. Aimsun Pty Ltd, R&D department, Suite 804, 89 York Street, Sydney, NSW 2000, Australia;1. Project Officer, Department of Civil Engineering, IIT Madras, Chennai-36, INDIA;2. Project Officer, Department of Civil Engineering, IIT Madras, Chennai-36, INDIA |
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| Abstract: | A method to collect headway (tailgating) data in an urban setting was implemented and produced reliable headway data on over 25 000 drivers. Data are reported on the effectiveness of two hand-held roadside signs admonishing drivers not to tailgate. One of these signs (that included a reference to “crashes”) had a significantly positive impact on drivers' headway. Drivers’ followed with an average headway of 2.11 s when the sign was absent compared to an average headway of 2.29 s when the sign was present. When the sign was absent, 49.4% of the drivers were in compliance with the 2-second rule compared to 57.5% when the sign was present. The percentage of drivers who followed with a headway of less than 1 s decreased from 7.3 when the sign was absent to 3.0 when the sign was present. Additionally, there was an increase of 10.6 ft in vehicle separation from baseline to intervention. |
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