Access Management Benefits & Techniques. Access Management Workshop June 2, 2006

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1 Access Management Benefits & Techniques Access Management Workshop June 2,

2 Benefits of Access Management Safety As access density increases, crash rates increase Increasing the density of access points from 10 to 20 per mile increases the crash rate by 30%. Source: TRB Access Management Manual 2

3 Benefits of Access Management Safety Roadways with non-traversable medians are safer than undivided roadways. Urban Crash Rates by Median Type (Crashes per Million Vehicle-Miles Traveled) Source: TRB Access Management Manual 3

4 Benefits of Access Management Safety Direct left turns introduce conflict points. 4

5 Benefits of Access Management Safety U-turns are generally safer than direct left turns. 17.8% lower crash rate 27.3% lower injury/fatality rate Source: TRB Access Management Manual 5

6 Benefits of Access Management Operations Increasing the density of access points results in increased delay. Source: TRB Access Management Manual 6

7 Benefits of Access Management Operations Handout 7

8 Benefits of Access Management Economic Impact 1999 Texas study findings where left-turn restrictions were imposed: Approximately 93% of business owners reported that their regular customers were at least as likely or more likely to continue patronizing their business. No change in the number of customers were reported. Many business types saw increased business (specialty retail, restaurants). Negative impacts occurred during median construction. Employment increased after construction. Property values were unchanged or increased. Source: TRB Access Management Manual 8

9 Benefits of Access Management Economic Impact 1991 Florida study findings where median openings were closed along Oakland Boulevard in Ft. Lauderdale: After construction: - 57% of business owners said they favored the changes. - 80% of motorists using the corridor favored the changes. Source: TRB Access Management Manual 9

10 Local Experience US 27, Somerset Before : In a 5.5 mile section, there were over 100 median access points After: 28 median access points. Few complaints from businesses after construction. 10

11 Classification of Improvement Techniques Policy - Management Access codes Zoning regulations Design Operations Access separation (Interchanges) Frontage/backage roads Traffic control Left turns U-Turns Access location and design Corner clearances Medians 11

12 Classification of Improvement Techniques 12

13 Discussion of Design Techniques Access Separation (Interchanges) Frontage/Backage Roads Traffic Signal Spacing Left-Turn Lanes U-Turns Unsignalized Access Spacing Corner Clearance Criteria Median Alternatives 13

14 Access Separation at Interchanges 14

15 Access Separation at Interchanges Suggested Minimum Access Spacing Standards in Oregon Source: NCHRP Report

16 Access Separation at Interchanges Lessons learned from case studies Proximity of traffic signals to upstream ramps can result in congestion, spillback onto ramps Movements from free-flow ramps into left-turn lanes a. Weaving distances tend to be inadequate b. Heavy left turn movements impede arterial flow 16

17 Frontage/Backage Roads Lowe s 17

18 Frontage/Backage Roads Properly designed frontage or backage roads: Effectively control access on arterial streets Provide access to adjoining properties Separate local from through traffic Facilitate traffic circulation Source: NCHRP Report

19 Frontage/Backage Roads Design considerations Separation is critical If retrofit, one-way operation and avoiding the need for traffic signals is desirable Source: NCHRP Report

20 Traffic Signal Spacing US 31W, Elizabethtown 20

21 Traffic Signal Spacing Traffic signal densities can affect crash rates Lee County, Florida study (1993) found that a doubling of traffic signals, from 2 to 4 per mile, increased the crash rate by nearly 2.5 times Source: NCHRP Report

22 Traffic Signal Spacing Long and uniform signal spacing promotes higher travel speeds for all signal cycle lengths Optimum Signal Spacing as a Function of Cycle Length 22

23 Left-Turn Lanes New Circle Road, Lexington 23

24 Left-Turn Lanes Left-turns increase conflicts and can lead to increased delay and increased crash rates More than 2/3 of driveway related crashes involve left turns Where no turn lanes exist, through vehicles may be blocked by left-turning vehicles (up to 40% for one left-turner) Where left turn lanes are provided, each left-turning vehicles decreases the opposing through capacity 100 left turning vehicles 3 opposing X through lanes = Reduction in through capacity of 300 vehicles per hour 24

25 Left-Turn Lanes Left-turn movements at driveways and street intersections may be accommodated, prohibited, diverted, or separated Source: NCHRP Report

26 Left-Turn Lanes General rules of thumb from the Highway Capacity Manual If peak left-turning traffic is greater than 100 vehicles per hour, a left-turn lane should be considered If peak left-turning traffic is greater than 300 vehicles per hour, dual left-turn lanes should be considered If peak left-turning traffic is greater than, then what? Harrodsburg Road at Beaumont Center, Lexington 26

27 U-Turns as Alternatives to Direct Left Turns New Circle Road, Lexington 27

28 U-Turns U-turns make it possible to: Prohibit direct left turns from driveways onto multi-lane highways Eliminate traffic signals that would not fit into progression patterns along arterial roads Direct Left-Turns 32 Conflict Points U-Turns with no Left-Turns 6 Conflict Points 28

29 U-Turns Minimum Designs for U-Turns 29

30 U-Turns Special Indirect U-Turn with Narrow Medians 30

31 A Roundabout for U-Turns? 31

32 Other options do exist U-Turns Jughandle Bowtie 32

33 Unsignalized Access Spacing US 31W, Radcliff 33

34 Unsignalized Access Spacing Increasing the spacing between access points improves arterial flow and increases safety by: Reducing the number of conflict points per mile Providing greater distances to anticipate turning maneuvers Providing opportunities for turn lanes and adequate storage Highly access-managed arterials have: physical medians, access generally limited to 1 2-mile intervals, most left-turn access prohibited, right-turn access provided at 1 4-mi intervals and about 40% of the crash rate of Regular arterials. Source: NCHRP Report 420 Accidents per million vehicle miles Denver 34

35 Unsignalized Access Spacing Suggested Crash Indices for Unsignalized Access Spacing Doubling the access density from 10 to 20 access points per mile results in a 40% higher crash rate. Access Point Density and Reduction in Free-Flow Speed Roadways with high access density can experience as much as a 10 MPH decrease in Free-Flow Speed Source: NCHRP Report

36 Corner Clearance New Circle Road at Bryan Station Road, Lexington 36

37 Corner Clearance Corner clearance represents the minimum distance that should be required between an intersection and adjacent driveways. According to the AASHTO Green Book : Driveways should not be situated within the functional boundary of at-grade intersections. This boundary would include the limits of auxiliary lanes. 37

38 Corner Clearance Corner Clearance and Driveway planning principles Ideally, no driveways off major highways Restrictive medians to limit left turns Corner parcels with 1 driveway per roadway Driveways should be located as far from intersection as possible Suggested Minimum Access Distances to Protect Right-Turn Vehicles Source: NCHRP Report

39 Corner Clearance Retrofit Opportunities Relocate driveways to the farthest edge of the property line Consolidate driveways to increase separation Close access to major roads and provide secondary access Install non-traversable median to preclude left turns into and out of driveways US 31W at Lincoln Trail Blvd, Radcliff 7 Driveways in ~375 39

40 Median Alternatives New Circle Road, Lexington Option for New Circle Road, Lexington 40

41 Median Alternatives Physically separating through traffic results in reduced delay, improved traffic operations, and fewer crashes Options Undivided Two-way left turn lane Raised / Non-traversable median Total Crashes per Mile per Year for Various Median Types Source: NCHRP Report

42 Median Alternatives Safety Raised medians reduce crashes 40% in urban areas 60% in rural areas 42

43 Median Alternatives 43

44 Median Alternatives Economic Impacts depend on: Scale and type of land use Reliance on pass-by traffic Customer sources (i.e. are left turns into business dominant?) Economic trends for surrounding areas Economic Impact Model Example: Gasoline station after non-traversable median on road with 20,000 ADT 55% Pass-by trips X 30% left-turns 16.5% customer loss 44

45 Median Alternatives Selecting a median type Access management policies Type and intensity of land use Supporting street system Existing driveway spacing Traffic characteristics (volumes, speeds, crash history) Cost 45

46 Median Alternatives Two-way left-turn lanes Lower volume urban roadways (less than 24,000 vehicles per day) Non-Traversable median Higher volume urban multilane arterials (over 24,000 vehicles per day) Where left turns are to be limited New rural roadways 46

47 Conclusions There is no Silver Bullet A combination of techniques typically yields the greatest results Access Management Plans Access Management techniques are not One-size-fits-all Roadway characteristics Traffic characteristics Land use Environmental constraints 47

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