summary report MTQ

13lanes: 2 lanes

(Table 37)30.544.2no data

14Based on number of

lanes: 3 and 4

lanes (Table 37)n/a n/a no data

15Based on presence of

protected R/L turn

lane (Table 38)24.139.8no data

16Based on absence of

protected R/L turn

lane (Table 38)n/a n/a no data

17Based on AVERAGE

posted speed at

intersection:

70km/h(Table 39)n/a n/a no data

18Based on AVERAGE

posted speed at

intersxn: between 70

and 80 km/h (Table

39)29.638.1no data

19Based on AVERAGE

posted speed at

intersection: >

80km/h (Table 39)

n/a n/a n/a

20Based on differance

between posted speed

limit at

intersections :

0km/h (Table 40)n/a n/a no data

21Based on difference

between posted speed

limit at

intersections : 10

km/h to 20km/h

(Table 40)4049.4no data

22Based on difference

between posted speed

limit at

intersections :

30km/h and more

(Table 40)

not

significant

(pg. 54)

not

significant

not

significan

t

23Based on AADT < 2000

veh/day

42.60%n/a n/a

24Based on AADT

between 3000-4999

veh/day32.60%27.20%

25Based on

signalisation : no

sign n/a n/a n/a

26Based on

signalisation :

stop sign28.90%35%

27Based on

signalisation :

traffic light n/a n/a n/a

28Based on Geometry:

linear35.148.1

29Based on Geometry: desaxee, decalee

30Based on Geometry:

no curve29.543.3

31Based on Geometry: with curve

32Based on Geometry:

without slope2839.7

33Based on Geometry: with clope

34Satisfy visibilite

d'anticipation

50.457.2

35visibilite

d'anticipation not satisfied

36Based on ABSENCE of

continuous lighting

2742.521.3

37Based on PRESENCE of continuous lighting

38Based on lighting

poles position

see table 46

39Based on the the

network aspect of

lighting: road

lighting only

34.643.1

40Based on the the network aspect of lighting: lighting other than road lighting

*- only 16 out of the 22 parameters have be significant for the re

*- only 20 out of the 22 parameters have be significant for the red

(pg.57)

*- The only paramater that makes MTQ lighting more advantageous of

(pg.57)

*- ONLY parameters that are relevant to a simple road environemnt ar

of curves, absence of steep slopes, absence of commercial lighting etc) . In other words, there between simple and homogeneous intersections and the necessity for road lighting. However, parame intersectionshave been found to be insiginifant to road lighting which doesnt make sense logically complex include and are not relevant to presence of steep slopes, presence of a curve, an offse

.(pg.58)

municipal lighting = non-standard lighting MTQ lighting = standard lighting

n/a: not avaialble coz number of observatio n < 5

the average posted speed at an intersection is the average of the posted speeds on the intersecting roads (for example, an intersction can have two intersecting road with one road with a speed limit of 90km/h and the other street 50km/h, hence, the average posted speed

limit at this intersection is

70km/h)

reduction of accidents in % is higher by 10% at these intersection when compared to the behavior of the entire set of observation (pg.

54)

les forts ecarts de vitesse affichee ne repondent pas favorablement au test statistique the comapraision betweem MTQ and municipal lighting is NON SIGNIFICANT mainly due to the lack of sites in one or the other (pg.54)

Higher reduction in accidents is observed for non standard lighting stop sigs are most common type of signlisation found in the observed sites

highest accident reduction due to lighting is found in linear road higher then results obtained for overall observations. The results also indicate that the lack of comformity to the visibility criteria affects negatively the intersections in overall,and that is being with or without lighting. In other words, lighting does NOT correct the problems related to visibility due to poorly designed intersections (pg. 56)

There is a reduction of about 21% of accidents for intesections that are lit by MTQ (i.e. standard lightings) but are NOT continuously lit (i.e. not lit to a minimum distance of 250m away from the intersection) on any of the approaches, as opposed to the ones with municipal lightings. This is only TRUE for a signnicitaive value of 6% (i.e. p =0.06) (pg. 56--> see my drawing to understand more )

- The continuous lighting for both standard and non-standard lighting performs the same way (pg. 56)continuous lighting at

an intersection :

according to MTQ it is

defined as the continous

lighting up to a minmum

distance of 250m away

from the center of the

intesetction in AT LEAST

one of the approaches.

Continuois lighting is

both applicable to MTQ

and municipality

standards. However,

continuous lighting can

be either COMPLETE OR

PATRIAL FOR ONLY MTQ

which is a fxn of the

volume entering the

intersection. (pg 44)

*--> not

sure if

complete or

partial

lighting is

applicable

to MTQ

only!! According to MTQ:

- complet lighting of an

approach is when there is

MORE than 4 light poles

surrounding the approach

-Partial lighting of an

approach is when there is

3 or

4 light poles

surrounding the approach

- Hence, the MINIMUM

number of poles to be

installed at ANY road

project is 3 light poles

It has been observed that the rates of accidents is reduced no matter what type of lightings we have

(i.e. standard or non-standard). Hence, the number of lightings

units placed nor on the length of the lit intersxn.

*- Road lighting is the only significant parameter that reduces accident rates at intersections.

- In presence of lightings other than road lighting at intersxns, such as commercial lightings, there is no valid accident reduction when compared to dark intersections.

nt are found to be significant( such as T road sections, absence al lighting etc) . In other words, there is a direct/significant link essity for road lighting. However, parameters relevant to complex road lighting which doesnt make sense logically. Parameters relevent to more eep slopes, presence of a curve, an offset (desaxe) intersection, etc .(pg.58)

he reduction of accidents for standard lighting (MTQ) (pg 57)

e reduction o

f accidents for non-standard lightin

g (Municipal) (pg.57)

There has been no

significant relationship between non-standard and standard lightings

(pg. 57)

us of municipal lighting is the number of accidents parameter (pg.57)

This table is different than the one o the left… this one

one combines many parameters