Run-Off-Road Collisions

Index of Strategies by Implementation Timeframe and Relative Cost

Exhibit IV-1 provides a classification of strategies according to the expected timeframe and relative cost for this emphasis area. In several cases, the implementation time will be dependent upon such factors as the agency's procedures, the length of roadway involved, the need for additional right-of-way, and the need to follow environmental impact processes. The range of costs may also vary for some of these strategies because of many of the same factors. Placement in the table below is meant to reflect the most common expected application of the strategy.

 

EXHIBIT IV-1
Classification of Strategies According to Expected Timeframe and Relative Cost
   

Relative Cost to
Implement and Operate

Timeframe for Implementation

Strategy

Low

Moderate

Moderate to High

High

Short (<1 year)

15.1 A1—Install rumble strips

Checkmark      
 

15.1 A3—Install midlane rumble strips

Checkmark      
 

15.1 A4—Provide enhanced delineation of sharp curves

Checkmark      
 

15.1 A6—Provide enhanced pavement markings

Checkmark      
 

15.1 B3—Remove/relocate objects in hazardous locationsa

Checkmark      

Medium (1­2 (years)

15.1 A7—Provide skid-resistant pavements

  Checkmark    
 

15.1 A8—Eliminate shoulder drop-offb

Checkmark      
 

15.1 B1—Provide shoulder treatmentsc or four-lane sections at key locations*

  Checkmark    
 

15.1 B2—Design safer slopes and ditches

    Checkmark  
 

15.1 C1—Improve roadside hardware

    Checkmark  
 

15.1 C2—Improve barrier and attenuation systems

    Checkmark  

Long (>2 years)

15.1 A5—Improve horizontal curve geometryd

      Checkmark
a Removal/relocation of some objects (e.g., bridge abutments and drainage structures) can be costly, depending upon the object. It is assumed here, however, that most objects will be small appurtenances.

b The action could be done in a short timeframe. However, it is assumed to be done at little extra cost as part of a regular repaving program.

c The classification of shoulder treatments and safer slopes and ditches as moderate-cost or moderate-to-high-cost treatments assumes that no additionalright-of-way is needed. If right-of-way is needed, the cost could be high and the time required would be long.
 
d Although the AASHTO Strategic Highway Safety Plan is focused upon relatively low-cost, short-term strategies, there are some higher-cost strategies such as curve flattening that have potential for such significant effectiveness that they have been included. Curve flattening would primarily be applicable in rehabilitation, resurfacing, and restoration (3R) and reconstruction projects that have been programmed outside the context of the AASHTO plan initiative.