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1. OREGON INSTITUTE OF TECHNOLOGYIn 2005, the Oregon Institute of Technology rolled out North America’s first four-year undergraduate degree program in renewable energy. Today, the Bachelor of Science in Renewable Energy Engineering program continues to prepare graduates to develop, manage, and implement sustainable energy technologies.The program provides a foundation in math, physics, and chemistry. Core courses include instruction in energy management, wind power, photovoltaics, and fuel cells. The Institute added a Master of Science in Renewable Energy Engineering in 2012.2. UNIVERSITY OF CALIFORNIA BERKELEYBerkeley has long been a leader in research that addresses global issues and concerns. Its full-time MBA program in energy and clean technology was created to help individuals in the business and public policy sectors address energy problems. The program explores energy issues from every angle, including engineering, environmental, and fundamental science perspectives.The university’s Renewable Energy Speaker Series invites leaders in a variety of sustainable and alternative energy sectors to share their insights with current students. Another class partners students with other graduate students from law, engineering, science, and policy programs to address the challenges of bringing new energy technology to the global marketplace.3. UNIVERSITY OF TEXAS AT AUSTINThe engineering program at UT Austin offers an extensive Energy Systems and Renewable Energy Technical Core for bachelor-level engineering students. The program aims to prepare graduates for careers in power systems and generation, grid operation, and renewable energy sources.Students in this four-year program study both traditional and renewable energy resources and explore the function and design of electrical machines. Courses delve into topics such as nuclear power systems, solar conversion devices, and the development of solar-powered vehicles.4. UNIVERSITY OF MICHIGANThe University of Michigan’s Energy Institute offers master degrees in energy systems engineering and in sustainable systems. The Energy Systems Engineering program is the first in the country to focus on developing leaders who are prepared to dynamically respond to changes in environmental and energy needs across the globe.The Sustainable Systems program is a dual degree that prepares graduates with strong foundations in both engineering and sustainability. The program includes courses on ecological sustainability, infrastructure, and how to communicate energy solutions to policy makers. Graduates will be able to engineer energy systems that are sustainable economically, environmentally, and socially.5. STANFORDThrough its Center for Professional Development, Stanford offers graduate and professional certificate programs in renewable energy. These energy technologies certificates are designed for working professionals who want to expand their knowledge or broaden their career options. Certificates take between one and two years to complete and are offered online to better meet the needs of students who are already working full-time in their field.Students can get either a graduate certificate in energy engineering and technologies or a professional certificate in energy innovation and emerging technologies. Courses explore everything from cellulosic biofuels and solar cells to electrochemical energy conversion and entrepreneurship in engineering and science-based industries.6. MASSACHUSETTS INSTITUTE OF TECHNOLOGYIt’s no surprise that innovative tech leader MIT has an energy studies minor that provides students with a combination of theory and hands-on experience. MIT views energy as a subject that permeates across all disciplines — so the university integrates undergraduate energy education across all schools, departments, and programs.MIT also offers undergraduates the chance to participate firsthand in energy research related to a variety of energy and environmental challenges. Research opportunities are held over the summer and involve energy sources such as wind, solar, nuclear, and geothermal.7. NORTH CAROLINA STATE UNIVERSITYThe North Carolina Clean Energy Technology Center started in 1988 with a focus on solar energy. Today, the center offers an award-winning Renewable Energy Technologies Diploma Series through part of NC State’s continuing education division. Since its inception, the center has received both state and national recognition, including the U.S. Department of Energy Million Solar Roofs Best Progress Award for the Southeast Region.Courses focus on practical application and help students obtain professional certifications for photovoltaics and solar heating. Technical professionals can fulfill requirements for certification through three 40-hour courses. The program also offers options for contractors, architects, and engineers to complete required continuing education credits for their professional licenses.8. SAN JUAN COLLEGESan Juan College in Farmington, N.M., has been offering solar training for more than 13 years and has one of the longest-standing renewable energy degree programs in the country. Students can pursue either an Associate of Applied Science degree or a certificate with a concentration in photovoltaic and solar thermal systems.As part of the School of Energy, the Renewable Energy program emphasizes the National Electric Code as well as the design and application of solar energy systems. Courses also take an in-depth look at energy usage and conservation as well as building energy analysis.9. ECOTECH INSTITUTEThe first and only career college focused solely on education for careers in renewable energy technology, Ecotech offers a variety of bachelor and associate-level degrees for people who want a career in sustainable energy. Degrees range from a bachelors in business administration with an emphasis on sustainability to an associate degree in renewable energy. There are also options to focus on residential energy management or specific forms of clean energy like wind or solar.Students in the Renewable Energy program can customize their degree to the specialization of their choice. Specialties include an emphasis on wind, solar, electrical engineering, and waste management.10. UNIVERSITY OF MASSACHUSETTS LOWELLWhether you’re interested in minoring in sustainable energy or are ready to tackle a Ph.D., UMass Lowell has a renewable energy program to meet your needs. As a national research university, UMass is on the cutting edge of energy research and development.From its energy engineering minor to its various doctoral programs, UMass offers a well-rounded education that emphasizes service learning and research. Students are encouraged to participate in renewable energy programs and initiatives in their community through SLICE, Service Learning Integrated throughout the College of Engineering.This were the Top 10 College/Universities for Field of Alernative energies.

I wrote this article some time ago:Don't Insure for the Mortgage Amount (Regardless of What the Bank Says)Author: Bill WilsonEvery agency has experienced this to one degree or another: A client buys a house and the replacement cost of the dwelling is considerably less than the mortgage amount. The insurer refuses to issue a policy with a Coverage A amount greater than the replacement cost, but the lender insists on a policy limit equal to the mortgage amount.Here's a typical situation:"We need your help! We're getting beat up by lenders insisting that we insure a home for the loan amount rather than replacement value. In our area, selling price values are soaring but replacement values are steady. People are refinancing with lower interest rates, starting a vicious battle between the loan officer (representing the lender) and us (representing the insurance company)."Here lies the problem: the loan officer will absolutely accept nothing short of the loan amount and they become angry and very threatening if we don't do exactly as they demand. The insurance companies demand some type of proof as to why we are requesting an increase (and a refinance is not the reason)."A typical situation is as follows: The bank faxes our office a request to change the mortgage clause and increase coverage to the loan amount. We respond that we need an appraisal showing replacement value from them to increase coverage. They normally supply an appraisal which agrees with our current coverage. We then advise them that we cannot increase coverage as we currently insure at replacement value and that their appraisal agrees. Now the trouble starts. We normally receive multiple calls from the loan officer calling us illegal, unprofessional, not serving our client, threatening to take the business away from us, and on and on. The calls start at the CSR level, then move up to the personal lines manager, and sometimes moves up to me, the owner, with each one of us explaining the same thing."This problem is only getting worse and I'm afraid it could get a lot worse. I'm concerned that banks will use this issue as leverage to rewrite our policies into their markets."I contacted the local insurance department office and he advised I could lodge an individual complaint on each situation with them. We're getting about 7 to 8 requests per day of which 1 or 2 can get real ugly."The lender's position is understandable, but misguided. Clearly, they want to protect their investment. That investment consists of two components: (1) the real estate (land, home, outbuildings, etc.), and (2) the loan itself. Insurance is the mechanism designed to protect against the pure risk of loss to the real property. However, the loan itself is a speculative business risk...that's not the function of insurance.As an example, let's say the purchase price and loan amount for a home is $200,000...for the sake of simplicity, we'll forget about any down payment. This $200,000 represents market value, not insurable value. The cost to rebuild the home itself might be $140,000, with the $60,000 balance being the value of the land and other structures. The purchase price includes the value of land, all structures, and even other property that may not be covered by a homeowners policy.The purchase price may also include the "value" of the location. I once looked at two new homes, both built from the same floor plan by the same contractor. The asking price for one of the homes was 50% higher than the other based SOLELY on the location of the home in a "preferred" neighborhood. The cost to rebuild the homes would be virtually identical.Under a homeowners policy, the insurance company would never pay more than $140,000 if the home was completely destroyed unless required to by a state's valued policy law (which is another reason for not insuring the loan amount). There has been no damage to the land or the "location value" (or at least the policy isn't going to pay that amount), so it would largely be pointless to insure the property for more than the structural replacement costs.It does not serve the bank's interest in any way to be the mortgagee on a policy with a policy limit equal to the loan amount because neither the insured nor the bank will ever collect that amount. The policy will only pay an amount based on the valuation method included in the contract. Again, this is the case if no valued policy law applies...if it does, then the insured could actually profit from the loss by insuring the loan amount rather than the replacement cost of the property. This would violate one of the fundamental tenets of insurance and, conceivably, could create a moral hazard.If an insurance company issues a replacement cost (or, worse, an ACV) policy with a limit greater than the actual cost to repair or replace, they may be in violation of the insurance laws in most states. I'm pretty sure all states require that rates/premiums be adequate, not excessive, and not unfairly discriminatory. What these banks are asking is that the insurance company issue a policy with an excessive premium (payment for coverage the insured can never collect without a total loss and triggering of a valued policy law, which has a likelihood of maybe 1-3%) and that's probably illegal.For example, TENNESSEE has an "Unfair Competition and Deceptive Practices" statute regarding loan amounts that exceed the value of a building or structure:"Lenders of money - Extenders of credit."(a) No person who lends money or extends credit may:"(8) Require, in connection with a loan or extension of credit secured by real property, that the debtor procure insurance for the protection of the property for an amount that exceeds the replacement cost of the structures existing on the secured property at the time of the loan or extension of credit or, in the case of a construction or improvement loan, insurance which exceeds the value the structures are expected to have upon completion of the construction or improvements."This law was enacted by an initiative of IIABA's state affiliate, the Insurors of Tennessee, in response to the situation described above.So, as you can see, a lender should not be permitted to demand an insurance limit that exceeds the value of the property insured as defined by the insurance contract. The insured or lender should never receive more than the actual value of the damaged property. In addition, "over-insuring" the property could be illegal, by statute or contract.Note: For another excellent article on this subject, and specific to FLORIDA law, check out Insuring for the Mortgage Amount on the Florida Association of Insurance Agents web site. As the article explains, Florida Administrative Code prohibits a mortgage lender from requiring insurance in an amount that exceeds the replacement cost of the home:"4-167.009 Mortgage Fire Insurance Requirements LimitedNo mortgage lender shall, in connection with any application for a mortgage loan in this state which is secured by a mortgage on residential real estate located in this state, require any prospective mortgagor to obtain by purchase or otherwise a fire insurance policy in excess of the replacement value of the covered premises as a condition for granting such a mortgage."Another state that has responded to this situation via insurance department directive is GEORGIA. According to Georgia Directive 98-PC-1, Establishment of Property Values and Corresponding Insurance Amounts on Mortgaged Properties Insured in Georgia (June 26, 1998):"Land values may not be included in the computation when determining the amount of appropriate homeowners insurance because homeowners insurance does not insure the land on which the home is located. Therefore, such activities are in violation of O.C.G.A. 33-6-5(6)(A) which provides as follows: 'No person shall knowingly collect any sum as premium or charge for insurance, which insurance is not then provided or not in due course to be provided subject to acceptance of the risk by the insurer by an insurance policy issue by an insurer as permitted by this title.'"The directive goes on to say that agents engaged in this practice can be fined from $1,000-$5,000 for each act and/or have his licensed suspended, revoked or placed on probation. Any insurer in violation of the law may have its certificate of authority suspended, revoked or placed on probation.Following the publication of this article, we heard from several other states who have similar "over insurance" laws besides Florida, Georgia, and Tennessee...below is a summary listing of the other states we're aware of with "over insurance" prohibitions.ArizonaARS 44-1208. Loans secured by real estate; prohibited practices; insurance. Except for consumer lender loans regulated pursuant to section 6-636, for any loan that is secured by real property, a person shall not require as a condition of the loan that the borrower obtain property insurance coverage in an amount that exceeds the replacement cost of the improvements as established by the property insurer.[Note: The statute covers only real property (not mobile homes) and does not include commercial buildings. For more information, go to: http://www.azleg.state.az.us/ars/44/01208.htm]CaliforniaCalifornia Civil Code § 2955.5 says, in part:(a) No lender shall require a borrower, as a condition of receiving or maintaining a loan secured by real property, to provide hazard insurance coverage against risks to the improvements on that real property in an amount exceeding the replacement value of the improvements on the property.(b) A lender shall disclose to a borrower, in writing, the contents of subdivision (a), as soon as practicable, but before execution of any note or security documents.(c) Any person harmed by a violation of this section shall be entitled to obtain injunctive relief and may recover damages and reasonable attorney's fees and costs.(d) A violation of this section does not affect the validity of the loan, note secured by a deed of trust, mortgage, or deed of trust.ConnecticutStatute 360-757 originated with public act PA 84-212 which prohibits a mortgage lender from requiring a prospective home buyer to obtain a fire insurance policy in excess of the home's replacement value, as a condition of granting a mortgage loan on residential property located in the state and secured by such a mortgage. The act was effective on October 1, 1984. On October 1, 2000, the statute was broadened by PA 00-95 to include flood insurance, extended coverage insurance, or any combination of insurance, including fire insurance.IllinoisPublic Act 093-1021 Effective August 24, 2004:Section 5. The mortgage Insurance Limitation and Notification Act is amended by adding Section 17 as follows:Sec. 17. Insurance coverage.(a) No lender shall require a borrower, as a condition of receiving or maintaining a loan secured by real property, to provide hazard insurance coverage against risks to the improvements on that real property in an amount exceeding the replacement value of the improvements on the property.(b) Any person harmed by a violation of this Section shall be entitled to obtain injunctive relief and may recover damages and reasonable attorney's fees and costs.(c) A violation of this Section does not affect the validity of the loan, note secured by a deed of trust, mortgage, or deed of trust.MassachusettsGeneral Law, Chapter 183, Section 66 says, in part:A bank, lending institution, mortgage company or any mortgagee doing business in the commonwealth, when making a mortgage loan, shall not require, as a condition of a mortgage or as a term of a mortgage deed, that the mortgagor purchase casualty insurance on property which is the subject of the mortgage in an amount in excess of the replacement cost of the buildings or appurtenances on the mortgaged premises.MichiganMORTGAGE LENDING PRACTICES (EXCERPT)Act 135 of 1977445.1602a Property/casualty Insurance as condition to loan; limitation on amount required; amount as condition of sale, transfer, or assignment. [M.S.A. 23.1125(2a)]Sec. 2a. (1) Except as provided in subsection (2), a credit granting institution that requires a mortgagor to maintain property/casualty insurance as a condition to receiving a mortgage loan shall not require the amount of the property/casualty insurance to be greater than the replacement cost of the mortgaged building or buildings.(2) A credit granting institution may require an amount of property/casualty insurance that is required of the credit granting institution as a condition of a sale, transfer, or assignment of all or part of the mortgage to a third party. This subsection does not require that the credit granting institution anticipate a sale, transfer, or assignment at the time the mortgage loan is made.History: Add. 1995, Act 214, Imd. Eff. Nov. 29, 1995MontanaIn 2009, SB 375 amended MCA 32-1-430, 32-3-604, and 32-10-401 to provide that a “lender may not require insurance on improvements to real property in an amount that exceeds the reasonable replacement value of the improvements..”New HampshireRSA 417:4 printed 01-12-2006 from NH Insurance Dept websiteXVI. COERCION IN REQUIRING INSURANCE.(a) No creditor or lender engaged in the business of financing the purchase of real or personal property or of lending money on the security of real or personal property may require, as a condition to such financing or lending, or as a condition to the renewal or extension of any such loan or to the performance of any other act in connection with such financing or lending, that the purchaser or borrower, or the purchaser's or borrower's successors shall negotiate through a particular insurance company or companies, insurance agent or agents, broker or brokers, type of company or types of companies, any policy of insurance or renewal of a policy insuring such property. This provision does not prevent the exercise by any mortgagee of the right to approve on a reasonable nondiscriminatory basis only insurance companies authorized to do business in this state, selected by the borrower.(b) There shall be no interference either directly or indirectly with such borrower's, debtor's or purchaser's free choice of an agent and of an insurer which complies with the foregoing requirements, and the creditor or lender may not refuse the policy so tendered by the borrower, debtor or purchaser. Upon notice of any refusal of such tendered policy, the insurance commissioner shall order the creditor or lender to accept the tendered policy, if the commissioner determines that the refusal is not in accordance with the foregoing requirements of this subparagraph. Failure to comply with such an order of the insurance commissioner is a violation of this section.(c) Whenever the instrument requires that the purchaser, mortgagor, or borrower furnish insurance of any kind on real or personal property which is being conveyed or which is collateral security to a loan, the mortgagee or lender shall refrain from disclosing or using any and all such insurance information to its own advantage and to the detriment of either the borrower, purchaser, mortgagor, insurer, or company or agency complying with the requirements relating to insurance.(d) Notwithstanding any other law to the contrary, a creditor or lender of a loan secured by an interest in real property shall not require the borrower to keep the mortgaged property insured under a property insurance policy in a sum in excess of the value of the buildings on the real property.(e) Notwithstanding any other law to the contrary, no creditor or lender shall require as a condition to closing a loan that the borrower provide an original insurance policy at said closing; provided, however, that the creditor or lender may require the borrower to produce at closing a binder showing the borrower as a named insured and creditor or lender as mortgagee, and confirming that insurance has been issued, is in force, and will remain in full force until a copy of the final policy is delivered to the creditor or lender or until the creditor or lender has received notice of cancellation in accordance with the policy conditions.(f) No insurer may automatically write insurance on a debtor who has contracted credit based on the principle that the insurance is applicable unless specifically rejected by the debtor, unless the premium or such other identifiable charge as may be applicable is paid in full by the creditor.New JerseyNJAC 3:1-13.1Insurance tie-in prohibition(c) No lender shall, in connection with any application for a loan secured by a mortgage on real property located in New Jersey, require any mortgagor to obtain by purchase or otherwise a fire insurance policy in excess of the replacement value of the covered premises as permitted under N.J.S.A. 17:36-5.19 as a condition for granting such mortgage loan.New York3 NYCRR 38.9 Limitation on excess insurance and required disclosures(a) Limitation on excess insurance.No mortgage banker or exempt organization shall require any mortgagor, in connection with the granting of a mortgage loan, to obtain a hazard insurance policy in excess of the replacement cost of the improvements on the property as a condition for the granting of such mortgage loan.North Carolina58-63-25 "Unfair methods of competition" or "unfair and deceptive acts or practices"The following are hereby defined as unfair methods of competition and unfair and deceptive acts or practices in the business of insurance:(13) Overinsurance in Credit or Loan Transactions. In connection with a loan or extension of credit secured by real or personal property or both, requiring the applicant to procure property and casualty insurance against any one risk which results in coverage which exceeds the replacement value of the secured property at the time of the loan or extension of credit. In connection with a secured or unsecured loan or extension of credit, requiring the applicant to procure life or health insurance against any one risk which exceeds the amount of the loan. In connection with a loan secured by both real and personal property, requiring credit property insurance, as defined in G.S. 58-57-90, on the personal property. For the purposes of this subsection, "amount of loan" shall be deemed to be the amount of the principal and accrued interest to be paid by the debtor including other allowable charges.PennsylvaniaHere is a paper written by our Pennsylvania association on this issue relative to PA laws.Rhode IslandCHAPTER 27-5 - Fire Insurance Policies and Reserves - SECTION 27-5-3.2§ 27-5-3.2 Property insurance. No person, bank, or lending institution doing business in this state, whether acting under state or federal authority, which includes but is not limited to (1) a bank, savings bank, or trust company, as defined in this title, its affiliates or subsidiaries, (2) a bank holding company, as defined in 12 U.S.C. § 1841, its affiliates or subsidiaries, (3) mortgage companies, and (4) any other individual, corporation, partnership, or association authorized to take deposits and/or to make loans of money under the provisions of chapters 20, 21, 22, 23, 24, 25, 25.2, and 25.3 of title 19, making a mortgage loan, shall, as a condition of the mortgage or as a term of the mortgage deed, require that the mortgagor carry property insurance on the property which is the subject of the mortgage in excess of the replacement cost of any buildings or appurtenances subject to the mortgage; provided, that if a mortgage is sold, transferred, conveyed, or assigned, it shall be the responsibility of the holder of the mortgage to notify the insurance producer issuing the property insurance policy in writing of that sale, transfer, conveyance, or assignment. This notice shall be made in writing and shall be sent to the insurance producer within thirty (30) days of the sale, transfer, conveyance, or assignment by registered mail. In the event that the holder of a mortgage shall fail to notify the insurance producer who issued the property insurance policy that is in force, in writing, of that sale, transfer, conveyance, or assignment within thirty (30) days, the holder shall indemnify and hold the insurance producer harmless.VirginiaThe question posed was if a bank could force the consumer to have an insurance policy with the insured amount being the loan value even if this exceeds the value of the building. Under Virginia Banking code banks are not allowed to do this. The statutes does not reference personal or business loan so we would assume it applies to both.VA Code- 6.1-2.6:1. Fire insurance coverage under certain loans not to exceed replacement value of improvements.A. No lender shall require a borrower, as a condition to receiving or maintaining a loan secured by any mortgage or deed of trust, to provide or purchase property insurance coverage against risks to any improvements on any real property in an amount exceeding the replacement value of the improvements on the real property.In this section, 'property insurance coverage' means insurance against losses or damages caused by perils that commonly are covered in insurance policies described with terms similar to 'standard fire' or 'standard fire with extended coverage.'In determining the replacement value of the improvements on any real property, the lender may:1. Accept the value placed on the improvements by the insurer; or2. Use the value placed on the improvements that is determined by the lender's appraisal of the real property.B. A violation of this section shall not affect the validity of the mortgage or deed of trust securing the loan."Wisconsin632.07  Prohibiting requiring property insurance in excess of replacement value. A lender may not require a borrower, as a condition of receiving or maintaining a loan secured by real property, to insure the property against risks to improvements on the real property in an amount that exceeds the replacement value or market value of the improvements, whichever is greater.For an example of a related article regarding flood insurance prohibitions on this practice, "Flood Insurance Mandatory Purchase Guidelines".Last Updated: May 17, 2014Source:https://www.independentagent.com/Education/VU/Education/VU/Insurance/Personal-Lines/Homeowners/Conditions/WilsonMortgageAmount.aspx

SSource:wikipedia....HomedomNearbyLog inSettingsAbout WikipediaDisclaimersOpen main menuSearchRumble stripLanguageDownload PDFWatchEditFor the English band, see The Rumble Strips.Learn moreThis article has multiple issues. Please help improve it or discuss these issues on the talk page.The North Luzon Expressway's raised plastic transverse rumble strips approaching Balintawak Toll Barrier, PhilippinesRumble strips, also known as sleeper lines, alert strips, audible lines, sleepy bumps, wake up calls,[1]growlers, drift lines, and drunk bumps, are a road safety feature to alert inattentive drivers of potential danger, by causing a tactile vibration and audible rumbling transmitted through the wheels into the vehicle interior. A rumble strip is applied along the direction of travel following an edgeline or centerline, to alert drivers when they drift from their lane. Rumble strips may also be installed in a series across the direction of travel, to warn drivers of a stop or slowdown ahead, or of an approaching danger spot.In favorable circumstances, rumble strips are effective (and cost-effective) at reducing accidents due to inattention. The effectiveness of shoulder rumble strips is largely dependent on a wide and stable road shoulder for a recovery, but there are several other less obvious factors to consider during design.PlacementEditConvex road lines, raised thermoplastic pavement linesRumble strips are divided into transverse rumble strips, shoulder rumble strips, and centerline rumble strips, depending on how they are used.Transverse rumble strips are placed in the travel lanes where most if not all vehicles will cross them. They are used to alert the driver of an upcoming intersection, toll booth or similar hazard. They may cross the entire road from shoulder to shoulder, or they may only be in the wheel paths.[2]Shoulder and centerline rumble strips are used to reduce lane departure crashes. Centerline rumble strips are used on undivided highways to reduce cross-over incidents and resultant head-on collisions. Shoulder rumble strips are used primarily to reduce run-off-road collisions. They alert distracted or drowsy drivers that they are leaving the roadway or crossing the centerline of the road. In this application, they are narrower and outside of the wheelpaths.[3]TypesEditThere are several different ways to install rumble strips:Rolled-in, applied to newly laid asphalt pavement while it is still warm and moldable.Milled-in, applied to existing hardened asphalt or concrete roads.[4]Formed, a corrugated form is pressed into fresh concrete.Raised plastic or ceramic units, fastened to asphalt or concrete pavement and often with a reflector built into the edge. Botts' dots are a common installation.[5]Profiled thermoplastic markings are created by fusing thermoplastic to the pavement and create alternating elevation and recession pattern. This can be done as inverted-profile markings or raised-profile markings. Inverted-profile markings are created by pressing a cog rolling over the markings while they are wet to make them corrugated. Raised-profile markings are created by extruding extra thickness of thermoplastic at a specific interval to create bumps.[6] Raised-profile markings are sometime known as convex traffic lines.[7]"Smart car" virtual shoulder rumble strips, referred to as a lane departure warning system, available on luxury vehicles and commercial trucks. The alarm is similar to the sound produced when striking rumble strips."Smart car" virtual transverse rumble strips to prevent cross-path crashes at intersections are being developed.[8]Surface-mount raised pavement reflectors are easily scraped off by the blade on snowplows, and thus are not practical in many locations in the United States and Canada.[9][10]Rumble strips combined with pavement markings are sometimes called rumble stripes. They may be formed with raised textured plastic pavement markers, or they may use conventional pavement marking materials sprayed onto milled rumble strips. Rumble stripes have markedly increased visibility in wet nighttime conditions, when conventional markings on flat surfaces can be difficult to see.HistoryEditRumble strips were first implemented on the Garden State Parkway in New Jersey in 1952.[11][12]Initially, shoulder rumble strip installation focused on freeways using rolled-in rumble strips of different designs using a modified roller on a pavement rolling machines. Later, paving contractors modified pavement rolling machines to mill rumble strips into existing hardened asphalt pavement. Specifically designed commercially available machines followed. The development of ceramic and plastic raised systems enabled installation on concrete pavement highways, and the smaller footprint was better suited for the dashed centerline. "Virtual" rumble strips followed.As rumble strips produce audible rumbling in specific audio frequencies based on the spacing of the grooves and the speed of the automobile, they have been used to create novel musical roads. These are also known as "singing shoulders".Rumble strip installation is widespread, and in some cases controversial. Residents near urban freeways complain of noise at night as vehicles change lanes; or when vehicles strike the transverse rumble strips. The encroachment of shoulder rumble strips onto highways with narrow shoulders may create a hazard for cyclists. US and Canadian guidelines have minimum standards for installation on known cycling routes. In 2009, in Michigan, the Amish claimed that the shoulder rumble strips were dangerous for horse-drawn carriages, and successfully lobbied to have them paved over. In 2010, Kansas has considered removing shoulder rumble strips from an interstate highway to allow buses to travel on the shoulder during periods of traffic congestion.Accident and driver dynamicsEditOn-road and run-off-road accidentsEditThe single-vehicle crashes are classified into two groups: run-off-road (ROR), and on-road (OR) crashes in which the vehicle remains on the road after the crash. ROR crashes can account for up to 70% of the fatal single-vehicle crashes.ROR crashes are due to inattention, speeding, traction loss, overreaction, crash avoidance, and mechanical failure.[13]Rumble strips only prevent ROR crashes due to inattention.Research indicates that 47% of RORs exited the highway to the left; while 53% exited the highway to the right (in the USA where driving is on the right-hand-side of the road).[9]Inattentive drivingEditA US Federal Highway Administration (FHWA) sponsored study stated that driver inattention comes in many forms, including distraction, daydreaming/competing thoughts, fatigue/drowsiness, and alcohol/drug impairment.[14]Early evening low alcohol intake also worsens sleepiness-related driving impairment.[15]In a 2008 survey in the US, 33% of fatally injured drivers tested were found to be legally impaired (BAC > 80 mg %), and an additional 5% were found to have a legal amount of alcohol in their bodies.[16]Canada has similar statistics.[17]Migration of accidentsEditStudies support the hypothesis that some crashes are not prevented, but merely "migrated" or displaced vehicle-to-vehicle, season-to-season, location-to-location, further downstream of rumble strips on the highway system, or prevented-to-unprevented[further explanation needed]crash severity.An FHWA sponsored study wrestled with the moral dilemma of rumble strips keeping "unsafe drivers" (which includes impaired drivers) on the highway. "This group of unsafe drivers temporarily saved by the rumble strips may have caused some multiple-vehicle crashes involving harm to innocent victims to occur downstream from the treated site where no rumble strips existed. Unfortunately, as noted above, an examination of downstream crashes could not be conducted."[14]A 2008 Swedish study using a driving simulator and 35 sleep-deprived drivers concluded: "The main results showed an increase in sleepiness indicators from start to before hitting the rumble strip, an alerting effect in most parameters after hitting the strip. The alertness enhancing effect was, however, short and the sleepiness signs returned 5 min after the rumble strip hit. Essentially no effects were seen due to type of strip."[18]A 2003 Montana study suggested that on Interstates, shoulder rumble reduced the roll-over accident rates but the severity of unprevented roll-over accidents increased. This was thought to be due to the rumble strip "scaring" sleeping drivers to the extent that they overreacted. This problem was more pronounced on primary highways (that have narrower shoulders) with rumble strips.[19]"Classic" one-car crashesEditThe 'classic' one-car crash results when a vehicle slowly drifts to the right, hits dirt or rumble strips on the right shoulder of the road, and the driver becomes alert and overreacts, jerking the wheel left to bring the vehicle back onto the road. This motion causes the left front tire to strike the raised edge of the pavement at a sharp angle, often causing a rollover or a swerve into oncoming traffic. This form of one-car crash is "classic" because it occurs very often.[20]Raised edges of pavement (or "edge-drops") were once common, but are now recognized as a hazard; it is now standard practice to level the gravel shoulder with the pavement, although edge-drops may reform due to soil erosion. This "slowly drift to the right" scenario applies to jurisdictions with right-hand traffic, so in jurisdictions with left-hand traffic it would be a "slowly drift to the left" scenario.This phenomenon implies that a sleeping driver often does not react and begin to recover, until all four wheels have struck a rumble strip; if the paved shoulder is narrower than the width of the vehicle wheel track, a rumble strip may not prevent a sleeping driver from going off the road.On a single-lane highway, an overreacting driver has less room to regain control, which may exacerbate their initial overreaction after striking the strips, resulting in a roll-over or head-on collision. A crash investigating officer stated: "It's consistent with someone who falls asleep or overreacts to the rumble strips", which implied that this was not the first time the officer has witnessed this situation.[21]Note that in the Portland News, Weather, Sports, Breaking News | KATU article photograph (in the upper left-hand corner) of the crash scene, the passenger-side tire print in the soft shoulder that suggests that all four wheels passed over the rumble strip before the driver attempted the unsuccessful recovery.[22]Fluidity of accident profilesEditAccident profiles can change over time, and this can be considered a form of migration. Studies from Canada shows that over one decade the rate of off-road ATV accidents requiring hospitalization increased by 66%, while the rate for snowmobile accidents decreased 20%.[23]Many of these recreational vehicle owners own both or choose one over the other. Data from the US shows that motorcycles are becoming more popular and that motorcycle fatalities are increasing, while car fatalities are decreasing.[16]Many motorcyclists own or have access to a car.Behavior adaptationEditRumble strips may gradually encourage inattentive driving – thereby partially negating any safety benefits in the long term. This is referred to as "behavior adaptation".[24][25]A 2006 US study suggested that airbags and antilock brakes can lead to unsafe driving.[26]A 2007 Canadian study suggested that unsafe drivers are habitual, and that unsafe driving is increasing.[27]A 2009 Canadian study indicated that, after a steady decline, drinking and driving has been on the increase since 2004.[28]These support the migration and behavioral adaptation rumble strip concerns.A safe driver population has more potential for negative behavior adaptation than an extreme unsafe driver population; whereas, an extreme unsafe driver population has more potential for positive behavior adaptation than a safe driver population.[citation needed]Accident rates and profileEditDifferent jurisdictions have different accident and fatality rates, as a function of various factors such as climate, road layout, demographics, educational programs, level of policing, driver attitudes toward night driving, promptness of emergency response, and level of medical intervention.[13]For example, the 2006 Canadian motor vehicle fatality rate per province varied between 8.8 and 26.8 per 100,000 licensed drivers per year, with a national average of 13.[29]The 2008 US rate is 20.05.[16]Installing rumble strips on a highway with a relatively low accident rate and low proportion of accidents due to inattention will be relatively ineffective, even if the highway has 12-foot (3.7 m) paved shoulders.The FHWA states: "Long sections of relatively straight roadways that make few demands on motorists are the most likely candidates for the installation of shoulder rumble strips." The degree of engagement of a highway affects the accident rate. Implied in this statement is that highways that are twisty and hilly with a variable foreground have low rates of accidents due to inattention, and are therefore not likely candidates for the installation of rumble strips.[30]Installing rumble strips along a highway that is highly engaging, with a narrow shoulder, a low accident rate, and relatively low proportion of accidents due to fatigue or inattentive driving would have questionable value.Diminishing marginal returnsEditIn addition, safety improvements are not linear; there are diminishing marginal returns with a safer driver population, in which it is more difficult to further reduce the accident rate. Within the industrialized countries the rate varies between about 8 and 27 (per 100,000 licensed drivers per year)."Safety improvements are usually subject to the law of diminishing marginal returns. This means that for every improvement of a fixed amount, the safety benefit gained decreases a little each time. For example, increasing the width of the median from 50m to 60m will decrease the number of collisions less than increasing it from 10m to 20m. Eventually, a width will be reached at which widening the median further cannot be justified because the improvement in safety is too small."[31]When the accident rate is close to the baseline of 8, there may already be several factors pushing it down so adding another safety factor (initiative) will only yield a very small improvement. Installing rumble strips on a highway with a high accident rate close to 27 should yield a relatively high accident reduction. This assumes that the road shoulder is adequate for a recovery, once a straying driver has been alerted by the rumble strips.Types of rumble stripsEditContinuous shoulder rumble strips (CSRS)EditMontana undertook an extensive 10-year multi-site study of the effectiveness of CSRS on Interstate and primary highways (both types are divided pavements). This study also investigated the severity of crashes, which sets it apart from previous studies. The results indicated a 14% reduction in crashes on Interstate highways; however the effectiveness on primary highways indicated both improvements and worsening, and the results were considered inconclusive. It was found that "roll-overs" decreased in number, but increased in severity. The study only considered crashes in dry and wet conditions, not snow and ice.[19]The FHWA undertook a multi-state study involving test sites from Illinois and California. The Illinois component indicated crash reduction from 7.3% to 21.7%. The California component indicated crash reductions of 7.3%. This study also indicated an overall reduction of about 14%.[14]The 1997 New York State Thruway study indicated a 65% to 70% reduction.[10]However, in a 1999 New York Times article regarding the New York State Thruway study, an official stated that the experiment was not done completely "pure", due to Troop T concurrently conducting a campaign to reduce drunk driving and increase seat-belt use, and Troop T's campaign would also reduce the number of fatal vehicle crashes.[32]10 to 24 percent of crashes are estimated to involve fatigue or inattention of some kind, but these numbers are based on guesswork.[32]Despite this, the New York State Thruway study indicating a 65% to 70% reduction continues to be cited in literature.[10][19]New Zealand used rumble strips in small applications since the late 1980s, and started a larger program in 2004. Research in the country indicated that lane delineation with rumble strips reduced crashes by an average of 27% over all crash types and studies, with types of crashes such as "run off road" being reduced by up to 80% in some studies. Centre-line rumble strips showed similar effects. However, it appears that there were other crash reduction initiatives that may have contributed to the relatively sizable results.[33]The effects remained even after road users had become accustomed to the feature, while other road safety measures (when studied at specific installations) often showed declining effectiveness over time.[33]Cost-benefit analysis showed that even on relatively low-volume roads, the costs of applying the markings were quickly exceeded several-fold by the economic benefits of improved road safety (as counted by the reduction of crash rates weighted against the average social costs of a crash).[33]Further research in New Zealand led to recommendations that strip edge lines and centre lines be marked over extended lengths of road, rather than just at focal points and crash black spots. Apart from the safety benefits of providing a consistent road environment, continuous markings provide valuable alerts to drivers long before the more common crash spots.[34]A one-third reduction rate is commonly cited and is based on an average of early studies. It includes the New York State Thruway and Pennsylvania Turnpike results which produced a skewed result non-representative of typical situations.[5][10]The one-third reduction rate and the Pennsylvania Turnpike Study (with a 60% reduction) are the rule-of-thumb and the classic study, but these can be misleading as CSRS do not have a "fixed" effectiveness that may be applied to any highway.[35]A 1999 FHWA study concluded that "a best guess" might be 20% to 30% reduction in single-vehicle run-off-road crashes on rural freeways, with less effective on urban freeways.[14]Almost all before-and-after studies are based on Interstate (freeway, turnpikes, thruways) test sites have minimum 12-foot (3.7 m) paved shoulders and very high crash rates due to inattention.The collision reduction attributed to the installation of CSRS is mainly a function of stable shoulder width, crash rate and profile, climate and diminishing marginal returns.Centerline rumble strips (CRS)EditCenterline Rumble Strips are applied to single-lane undivided highways to help prevent head-on collisions. When present, these are often milled into the pavement.A 2005 National Cooperative Highway Research Program (NCHRP) study concluded that overall motor vehicle crashes at sites treated with Centerline Rumble Strips were reduced overall by 14%.[9]In these situations the opposite lane and any paved shoulder would function as a generous recovery zone. However, this study did not investigate changes in crash severity, as did the 2005 Montana study.It is interesting that the CRS reduction value is the same as the 2005 Montana CSRS study that indicated a 14% reduction in accidents on Interstate highways. This supports the hypothesis that the overall effectiveness of CSRS with a generous recovery zone is about 14%.Ice and slush filled rumble strips can be a concern, particularly so for milled centerline rumble strips. For this reason, some jurisdictions are reluctant to install them.[36]A 2015 Federal Highway Administration study evaluated the application of shoulder rumble strips and centerline rumble strips in combination by analyzing geometric, traffic, and crash data obtained at treated two-lane rural road locations in Kentucky, Missouri and Pennsylvania. The results suggested that the effect of combining centerline and shoulder rumble strips further reduces run-off-road crashes compared to shoulder rumble strips alone and both total and fatal+injury crashes compared to centerline rumble strips alone. However, it appeared that shoulder rumble strips do not further reduce head-on+sideswipe-opposite-direction crashes than applying centerline rumble strips in isolation.[37]Continuous lane rumble strips (CLRS)EditCLRS are applied to multiple lane highways to help prevent vehicles from drifting into the adjacent lane and possibility colliding with an overtaking vehicle. These are typically a raised reflective system.Transverse rumble stripsEditTransverse rumble strips (TRS) may be used to warn drivers: of the need to stop (e.g. intersections, toll plazas); the need to slow down; the need to change lanes; of a change in roadway alignment; that they are leaving the traveled way; upcoming construction zones; wildlife crossings; and other potentially unexpected conditions.[5][38]As a speed reduction measure, TRS have been marginally successful. A 2003 Texas study concluded: "However, the actual reductions in speeds have been in the range of 2 to 8 mph (3 to 13 km/h), which may be barely perceptible to the traveling public. There have been no studies that evaluate the reduction of excessive speeds."[5]As a construction zone safety measure, the effectiveness appears unclear. A 2007 Minnesota study concluded that while transverse rumble strips offer a low cost and easy-to-install option, they “did not seem to be successful at reducing approach speeds at the project sites”.[39]A 2005 Maryland study stated: "In conclusion, although in the present study rumble strips did not produce the desired speed reduction effect, its use for work zone applications is still highly encouraged; though, not as a speed control measure but as a driver’s attention-catching device."[40]As an approach stop-control crash reduction measure they have proven successful. The 2003 Texas indicated: "The majority of studies found reported large reductions (40% to 100%) of accidents after installing transverse rumble strips."[5]In Ghana, rumble strips running across the entire carriageway were installed at Suhum Junction on the main Accra-Kumasi highway and reduced crashes by about 35% and fatalities by about 55%. By reducing speeds the environment for and safety of pedestrians was improved with a decline in the "hit pedestrian" crash rate of 51%. "While the enforcement of speed limits by traffic police may not be affordable for most developing countries, rumble strips and speed humps were found to be effective on Ghanaian roads."[41]A 2009 FHWA intelligent systems study suggested that a combined infrastructure-based and in-vehicle warning could be highly effective in reducing crossing path crashes and fatalities at signalized intersections.[8]EffectivenessEditEffectiveness of CSRS on different classes of highwayEditRecent before-and-after studies suggest that the effectiveness of CSRS on Interstate highway (or freeways or thruways) with 12-foot (3.7 m) paved shoulders is about 7% to 21% with an overall effectiveness of about 14%.The effectiveness of CSRS on the lower-standard primary highways (that are also divided) has not been given the same consideration as those on Interstate highways. The 2003 Montana study suggested that CSRS on primary highways can result in either worsening or improvement of crash rates. This may be due to variation in recovery zone width and condition, and other factors. The study also stated that unprevented crash severity may worsen, and the overall results were inconclusive. The study suggested that the differences in rumble strip-related crashes between Interstate highways and primary highways were due to the primaries having smaller shoulders than Interstates.[19]Secondary highways are single-lane undivided highways, and CSRS would be expected to be less effective than on primary highways. The most serious problem would be an increase in crash severity. Also, there is the concern of drivers sometimes overreacting and crossing the centerline, resulting in a head-on collision.[22]The recovery zone width and condition of single-lane highways can vary greatly. It appears that there may be no published before-and-after CSRS studies for single-lane highways.Actual vs. isolated CSRS and centerline rumble strips effectivenessEditGiven behavior adaptation and migration, the current rigorous Interstate effectiveness of 14%, and CLRS on single-lane highways effectiveness of 14% could be over-estimations of the actual "big-picture" reduction. In certain situations, such as an engaging single-lane highways that typically have narrow shoulders, high precipitation, in a northern climate with frequent freeze-thaw cycles, rumble strip effectiveness may be negative.[19]As before-and-after studies become broader and more sophisticated, it appears the reduction estimates for both CSRS and CRS are less impressive. This may be due to the initial installations were on highways that had been identified as having very high accident rates due to inattention. Also, there may have been other accident reduction campaigns in concert with rumble strip programs."[32]Also, as lane departure warning systems built into vehicles become more widespread, the physical CSRS, CRS, and CLRS in pavements may become increasingly redundant.Shoulder widthEditFurther information: Shoulder (road)Research has found that on rural freeways, rumble strips are much more effective when placed at or near the edgeline than when placed closer to the shoulder edge. Edgeline rumble strips can be expected to reduce crashes by 28.8%, and non-edgeline rumble strips only reduce crashes by 8.9%.On two-lane roads, there is little difference in effectiveness between edgeline and non-edgeline rumble strips, with crash reduction factors of 39.2% and 41.9%, respectively.[42]FHWA now recommends rumble strips on two lane roads if the edge of shoulder is more than 13 feet (4.0 m) from the centerline, especially if the road has high volumes, poor geometry, or a history of run-off-road crashes.[43]The 2003 Montana study stated that in certain cases, the rumble strips may act only as a warning of an impending crash, and that sort of a situation is much more likely where less shoulder is available for recovery.[19]Recovery zone conditionEditA concern about highways with narrow paved shoulders is the condition of the adjacent gravel shoulder. Sometimes, the paved and gravel shoulders are combined as the "recovery zone" beyond the rumble strip. However, if the gravel is loose, soft, non-level, eroded, or there is an "edge-drop" from the pavement to the gravel, then the gravel shoulder portion will be ineffective for recovery, especially at highway speeds. When a vehicle's tires sink into a soft shoulder, thus compromising vehicle handling, it is known as "vehicle tripping".[35]Virtual rumble strips require an adequate recovery zone as well.DeteriorationEditClimateEditTraction sand filled shoulder rumble strip. The sand is "cemented" in-place and is not easily removed by truck traffic.Climate is another factor that affects the success of a rumble strips installation. If they are installed in a northern climate, they may be filled or partially filled with a deicing salt and traction sand mixture. They may also be filled with ice. This is a particular concern in regions with freeze-thaw cycles requiring frequent deicing. Furthermore, strips filled with water, snow, slush, and ice may cause or aggravate occasional accidents. Generally, air turbulence and vibration from passing large trucks keep rumble strips clear of debris and ice, but this process may take several days.[10]Moist traction sand tends to cake together or freezes, and is not easily dislodged by truck traffic. This is problematic on low-volume highways with frequent deicing, and can significantly reduce the effectiveness of rumble strips in winter months.When rumble strips are installed on a very narrow paved shoulder, sometimes sand and gravel can fill the rumble strip which is usually a problem in the winter and early spring.If the snow-cover is substantial, then the shoulder (including the rumble strip) is usually partially snow-covered as the snowplow's wing-blade doesn't clear the entire shoulder. Vehicles going off the road usually collide with the shoulder snow bank or go into a snow-filled ditch which reduces the possibility of serious damage and injury. In these situations, the rumble strip effectiveness can be negated but the crash implications are mitigated by the snow bank.Pavement deteriorationEditAn example of extensive cracking in rumble strips due to frost jacking on Interstate Highway 81 north of Syracuse. These parallel cracks were sealed. There were other sections with grass and weeds growing up through the rumble strip cracksGenerally, deterioration of the shoulder asphalt pavement due to rumble strip installation is not a problem. However, if the sub-grade under the CSRS is poorly compacted or has poor drainage characteristics; or the gravel shoulder has eroded, crack(s) may form in the CSRS. Sand tends to fall into these cracks resulting in "jacking" of the cracks. Water percolates vertically down through the soil, but it also creeps horizontally under the paved shoulder. This may be a particular problem with narrow paved shoulders in regions with frequent freeze-thaw cycles that may result in frequent frost-heaving of the paved shoulder.[44]US and Canadian guidelines recommend not installing rumble strips in asphalt pavement displaying cracks, to avoid excessive break-up of pavement. It is also recommended that rumble strips be inspected in summer months for cracking, potholing, water ponding, and snowplow damage. If necessary, structural problems should be repaired.[10]If the cracks become wide enough, grass and weeds will grow in the cracks accentuating the deterioration.The centerline of highway has a pavement joint and if milled CLRS are installed over this joint they will make pavement more vulnerable to deterioration. Truckers have reported deterioration of the joint and the CLRS.[9]Also, road salt prematurely degrades asphalt, so having it retained and concentrated in rumble strips is not desirable.[45]Opposition and removalEditIn February 2010, Johnson County, Kansas, considered legislation to allow buses to travel on the paved shoulder (which was rumble stripped) when traffic slows to less than 35 mph (56 km/h). The estimated cost was between $17.6 million and $20 million, including $2.4 million to remove the already-existing rumble strips along the shoulder of I-35.[46]The Kansas House Transportation Committee had said it would be modeled after a similar project in Minneapolis, Minnesota.[47][48][49]Some residents living close to either newly installed lane or transverse rumble strips have complained about noise levels and were successful in having them removed at considerable expense. In 2004, the town of Chapel Hill, North Carolina, had transverse rumble strips removed as the measured noise from nighttime traffic on the rumble strips exceeded the Town's Noise Ordinance. The noise levels at the sidewalk ranged from 60 to 77 decibels, higher than the 60 decibel noise level limit in the Town’s Noise Ordinance during nighttime hours.[50]In 2005, the London borough of Bromley removed transverse rumble strips after residents complained of the excessive "machine gun fire" noise.[51]In 2010, Reno County planned to remove rumble strips from a roundabout after residents complained about excessive noise levels.[52]The Transportation Association of Canada and US FHWA guidelines basically specify that a width of 1.5 m (4.9 ft) of clear paved shoulder between the outside of the rumble strip and the edge of pavement is adequate to provide cyclists with a clear travel path.[10][30]However, in situations of parked vehicle on the shoulder, debris on the shoulder, or downhill sections even with the 1.5 m (4.9 ft) clear path requirement, rumble strips present a significant hazard particularly if the pavement is wet. The argument that rumble strips help protect cyclists is moot, as inattentive drivers' vehicles generally pass entirely over the rumble strip before recovery (if any).Other related FHWA guidelines are: "Rumble strips should not normally be used in urban or suburban areas or along roadways where prevailing speeds are less than 50 mph (80 km/h)." and "All responsible agencies should work in cooperation with bicycle groups, enforcement agencies, emergency groups and other roadway users, to develop policies, design standards and implementation techniques that address the safety and operational needs of all roadway users." and "To provide a clear area beyond the rumble strip for bicycle travel, highway maintenance agencies should periodically sweep shoulders along identified bicycle routes of high bicycle usage."[30]In the United States, the 1999 American Association of State Highway and Transportation Officials (AASHTO) Guide for the Development of Bicycle Facilities recommends minimum standards for road shoulders receiving rumble strips to accommodate all users of the roadway and make best use of funds.[53]In New Jersey, a centerline rumble strip was placed in the vicinity of the D&R Canal[54]without a permit from the Delaware & Raritan Canal Commission in violation of state law.[55]The excessive noise through a residential area and the fact that the work was not appropriately permitted was complained about to the New Jersey Department of Transportation by a local homeowner, with no corrective action taken by the New Jersey Department of Transportation.[54]Excessive noise is noted in a Canadian study as a reason not to install rumble strips, and it is advised not to install rumble strips within 200 metres (660 ft) of a residential area. The report states that "a balance is required between installing effective rumble strips and minimizing noise impacts. Studies show that rumble strips terminated approximately 200 m (660 ft) away from residential or urban areas produce tolerable noise impacts on residences. At an offset of 500 m (1,600 ft), the noise from rumble strips is negligible.”[56]In an Open Public Records Act Request,[57]this study was the only document provided by the New Jersey Department of Transportation when requested to provide policy documents and safety studies relating to its implementation of centerline rumble strips.Cycling complaintsEditNumerous US and Canadian cycling associations have complained about encroachment of rumble strips.[58][59][60][61][62]One club even launched a lawsuit to have them paved over,[63]although the suit was dismissed for lack of standing.[64]A 2005 Quebec study concluded: "Based on the results of the analyses, it was not possible to recommend a type of rumble strip that would provide sufficient warning to drivers who encroach on the shoulder while remaining safe for cyclists who ride over it."[65]A 2003 Montana study stated that bicyclists cannot operate on shoulders with rumble strips and that shoulders would have to be swept as needed.[19]Once a section of highway with narrow paved shoulders is rumble-stripped, informed cyclists tend to avoid it, but unsuspecting cyclists occasionally have serious accidents.[66]Much bicyclist opposition to rumble strips stems from situations in which no quantitative data was used to justify their installation, or installation was not in accordance with guidelines. Rumble strips on narrow shoulders force cyclists into the travel lanes, where it is less safe to ride.[59][60][61][62]Furthermore, this scenario forces drivers to make an otherwise unnecessary lane change to go around cyclists and there is a correlation with frequency of lane changes and accidents. "According to the National Highway Traffic Safety Administration, 9 percent (533,000) of all accidents occurred when vehicles were changing lanes or merging."[67]In certain incidents, a vehicle attempting to avoid cyclists (without striking the cyclists) may go off the road or even sideswipe a passing or an oncoming vehicle. Center-line rumble strips are a concern for cyclists as well, as motorists are less inclined to cross the centerline to provide sufficient space when passing bicyclists.[9]Rumble strips are very inexpensive to install, so there is concern that some installations are frivolous. The 2009 economic stimulus infrastructure spending in the US and Canada has raised concerns that many new shoulder rumble strips will be frivolous as well.[59][60][61][62]Amish lobbyEditIn 2009 in St. Joseph County, Michigan (US), after a lobbying campaign by the local Amish community, a new $20,000 rumble strip installation was removed at a cost of $275,000 to the taxpayers. M-DOT says they are not removing the strips just to appease the Amish. They say "it is far more dangerous to have horses jumping out into the road that [sic] it is to not have the rumble strips on the road."[68]Tire damageEditMotor vehicle tires can become permanently damaged if a flat occurs in the traffic lane and the driver pulls over onto the shoulder with the flat tire passing over the rumble strip. This may cause the flat tire's sidewalls to be crushed or abraded between the metal wheel rim and rumble strip high-points.[citation needed]Wildlife attractionEditSee also: RoadkillDeicing salt-filled and stained rumble strip. The rock salt has been "cemented" in placeWildlife-vehicle collisions can be a significant problem when large animals are involved such as moose, elk, and deer, which can cause serious vehicle damage, injury, and fatalities.[69][70]Separate studies in New Hampshire (US) and Quebec (Canada), of radio-collared moose found that home ranges were associated with salt licks formed by road salt runoff. These roadside salt licks were thought to increase moose-vehicle collisions.[71][72][73]Normally, salt would make its way off the pavement onto the gravel shoulder and into the soil, however, rumble strips will retain and create a salt lick on the road surface. Loose rock salt in the rumble strip subjected to evaporating moisture will cake and accumulate and is not easily dislodged by truck traffic.See alsoReferencesExternal linksLast edited 1 month ago by MonkbotRELATED ARTICLESShoulder (road)reserve lane by the verge of a roadwayKentucky Route 9highway in KentuckyRun-off-road collisionContent is available under CC BY-SA 3.0 unless otherwise noted.Terms of UsePrivacyDesktop