Special Provisions for Left Turns at Signalized Intersections to Increase Capacity and Safety
|
|
- Ilene Lane
- 5 years ago
- Views:
Transcription
1 Journal of Advanced Transportation, Vol. 31, No. 1, pp, Special Provisions for Left Turns at Signalized Intersections to Increase Capacity and Safety Bu-Yong Shin Heavy left-turns at intersections are not only difficult to accommodate but also often cause traffic accidents. Such problem can be reduced by adopting an exclusive left-turn signal phase, but in this case the cycle length needs to be extended and the overall intersection capacity reduced. This problem is particularly important in such countries as Korea where unprotected left turns are rarely used. Innovative intersection designs and operational methods for avoiding these problems are presented and their effects of increasing capacity and reducing vehicle delay are analyzed. They rule out the requirement for exclusive left-turn phase while accommodating a large volume of left-turns quite safely. Why special treatment At an intersection a vehicle may go straight, turn right or left. A vehicle turning right can do so without interfering other movements, except for pedestrians. Therefore, right turns are normally allowed during all signal phases and seldom cause capacity problems. So, not much provision is required for right turns. Straight-ahead traffic of east-west bound and north-south bound intersects each other. Left-turns from any approach are unique in that they interfere with traffic in both east-west and north-south directions. Therefore, in order to facilitate a left-turn, traffic on both directions should yield or stop. Since left-turn volumes are normally smaller than that of straightahead movements, often, only one or no lane is assigned exclusively for left-turns. This means that for only one lane of left turn flow, all though lanes on three approaches should be interrupted. This will of course reduce the operation rate of the intersection. i.e. the ratio of operating lanes out of the total approach lanes. For this reason, traffic engineers Bu-Yong Shin is the Director of the Transportation and Environment Research Institute Ltd., Korea Received December 1992; la revized form April 1994.
2 96 B.Y. Shin a. Right turns do b. Straight-through c. Left-turn interfere not interfere with movements interfere with traffic on both other vehicular with other straight- directions. movements. through moments. Figure 1.1 Interference among directional movements at an intersection I 7 i Q a. A left-turn is made at a unsignalized intersection. b. A left-turn is made on a gap in the opposing traffic at a signalized intersection. Figure 2.1 Typical cases of unprotected left-turn.
3 Special Provisions for kji Turns at try to allow as little signal time as possible for left-turn movements. Unprotected left turn is one solution, but, sometimes, it is either undesirable or not applicable. Grade separation offers another solution, but this time, it can be too costly or physically difficult. Some special provisions that can accommodate left-turns requiring neither exclusive turning phase nor grade separation are introduced in this paper. Normal Practice of Treating Left-Turns There are several ways in treating left-turns. Among these the most common way is the "unprotected left-turn" in which no signal time is given for left-turns. The opposite case is adopting exclusive left-turn phase, which is a common practice in Korea and elsewhere. Unprotected Lefl-Turn A left-turn made through a gap in the opposing traffic is called "unprotected" whereas a "protected" left-turn is one that made on an exclusive left-turn signal phase. All left-turns made at unsignalized intersections are therefore unprotected left-turns. Figure 2.1 shows these cases. In order to make a unprotected left-turn at a signalized intersection, the vehicle should advance into middle of the intersection and wait for gap so that the gap on the opposing traffic stream that can be utilized swiftly. If the vehicle can not find any gap in the opposing traffic it should complete its turn during the amber period. In reality, most unprotected left-turns at a signalized intersections are made during the amber period. Normally 2 or 3 vehicles can make their left turns during an amber phase. Therefore, where a 60-second cycle is adopted, it is expected that at most 200 left turns can be made per hour per approach. However, in directionally unbalanced flow such as one seen in the morning rush hour near CBD, the traffic in one direction can be very light and offer a lot of gaps for the predominant direction. This selfadjusting left-turn service volume is a notable merit of the unprotected left-turn system. Unprotected left-turn system is not free of problems. In order to make a left turn, one has to decide whether to take or reject the gaps in the opposing traffic. This is not an easy task especially for inexperienced drivers, and sometimes causes collisions with the opposing
4 98 B.Y. Shin traffic. Conflicts with pedestrian crossing is also a problem. Protected LeJt-ntrn Left-turns being made with a signal phase specifically directing such movements are called "protected". Normally protected left-turn signal phase is indicated by an arrow pointing to the turning direction. Such arrow signals are given either for both opposing directions at the same time or synchronously with straight-through movements as illustrated in Figure 2.2. Problems associated with protected le#-turns To allow protected left turns for all directions at a normal 4-leg intersection, a signal cycle should into 4 phases. this will roughly halve the capacity of an intersection that adopts a 2-phase signal cycle with unprotected left-turn. The adverse effect on vehicle delay is much more serious. To illustrate the capacity and delay problems associated with 4-phase signals, let assume an imaginary intersection and a signal phase as shown in Figure 2.3. To make the presentation simple the amber period is eliminated from the illustration and the starting delay is neglected. For further simplicity, vehicles are assumed to arrive uniformly throughout the cycle and leave the stop-line at 2-second intervals. Then during a cycle of 120 seconds, 10 left-turns and 40 straight-through a. Concurrent with b. Synchronous with straightopposing direction through movements Figure 2.2. Signal phasing for protected left-turn
5 Special Provisions for Lefr Turn at Figure 2.3. An Intersection operations with 2 and 4 phase signal timmg vehicles can be released from each stop-line using their green times of 20 and 40 seconds, respectively. If unprotected left-turn are allowed at the same intersection and a 60-second cycle divided into 2 phases of 30 seconds each is adopted, the
6 100 B.Y. Shin approach can process the above service volume with some extra capacity. Assuming, the same traffic volume as above occur, 5 left-turns and 20 straight-through vehicles or 10 vehicles per lane will arrive during a cycle time of 60 seconds. Since the through vehicles will require 20 seconds of green time, the approach will offer in average 10 seconds of gap to the opposing traffic. This means that 33% of extra capacity for through traffic has been created by adopting a 2-phase signal. This extra capacity will be used up to some degree by the left turns in the opposing traffic. Since 2 or 3 vehicles can make left turn during an amber period, the rest of left-turns (2.5 vehicles in average) will use up approximately 5 seconds out of the 10 seconds gap. Therefore, the half of the gap will be remained and the resulting surplus of capacity after accounting the left turn movements will be 16.5%. The effect on vehicle delay is also analyzed below using a simple method. As assumed above, 10 left-turns and 40 through vehicles (20 per lane) arrive uniformly per a 120-second cycle at each approach. Figure 2.4 shows how left-turn and straight-through vehicles queue up and are released at the stop line as the signal phases advance in the 2 and 4-phase signal systems. In the above presentation, which shows the 4-phase case, left turns queue up to 9 vehicles and straight-through Figure 2.4. Vehicle queuing in 2 and 4-phase operations.
7 Special Provisions for Lefr Turns at movements up to 14 vehicles on each lane before being released. The total vehicle delay accumulated during one hour at all four legs will amount to vehicle-hours or 41.0 seconds per vehicle. This compares with the 2-phase case which will have maximum queue accumulation of 3 vehicles for left-turns and 5 vehicles for straightthrough movements. The total vehicle delay will be vehicle-hours or 11.O seconds per vehicle. The above analysis illustrates clearly that a 4-phase signal system will increase the maximum queue length by more than 2.15 times and vehicle delay by almost 4 times. This fact is and being witnessed in many places in Korea where multiphase signal timing is adopted. It is obvious from this analysis that when such multiphase signal timing is replaced by a simple 2-phase system, the long queues and congestions at the intersection will be more than halved under the same traffic conditions. A simple phased signal will of course benefit pedestrians. For example a pedestrian who missed a green phase will wait for one phase before catching a green time in a 2-phase signal, but have to wait for three phases in a 4-phase system. Multi-phase signal timing is accompanied inevitably with more frequent lost times, thus reducing further intersection capacity. furthermore, it is much more difficult with multiphase signal timing to have large green bands or satisfactory progression. It is also argued that when the cycle length is long, drivers become overly anxious to pass through the intersection quickly, thus causing various trafic violations and, often, collisions. In fact in Korea, the rate of rear-end collision at intersection stop-lines are extremely high, possibly due to speeding and sudden stop near stop lines. Special Provisions for Left-Turns Several special provisions that accommodate left-turns without exclusive left-turn phase are introduced. These provisions, if successfully adopted will increase intersection capacity and reduce of vehicle delay as shown above. The principle of these provisions is similar to that of a unprotected left-turn. That is, left-turn vehicles find their haven somewhere while waiting for a turning chance. The provisions being introduced in the following find different type of havens depending on the cases.
8 102 B.Y. Shin ljpe 1: Signalized Rotary This method can be adopted where the intersection has wide space so that it can be redesigned as a rotary with storage areas for left-turns. The intersection depicted in Figure 3-a is located outskirts of Seoul and presents a typical case. There is no shortage of such intersections in Korea. The distance from the stop lines to the center of the intersection is almost 50 m. Presently, a cycle of 150 seconds divided into 4 phases is being employed. Extensive queue is common at all approaches. It is not difficult to judge from the analysis as given above that when this intersection is redesigned as Figure 3-b and operated in a 70-second 2-phase signal, the queue length and the vehicle delay will be halved. A capacity analysis showed that the left turn storage areas created by the proposed redesign can accommodate more than 3 times of the current left-turn volumes. In order to ensure that the left-turn queues not to lock up the intersection, vehicle detectors can be laid at key locations to control the traffic to flow smoothly. As a rule of thumb, signal timing can be redesigned to advance to the next phase if the left- I I a. Current situation b. Proposed redesign Figure 3.1. A typical example of the signalized rotary type.
9 Special Provisions for Ley? Turns at..,. 103 turn storage is completely filled. Dpe 2: Using side ma& as lejt-turn stomge This method utilizes the space of side roads located up-stream of the intersection as a haven of the left-turns. Figure 3.2 illustrates this system. Left-turns from the N-S approach enter the side roads during the E-W green phase and complete their turns with the following N-S green. These left-turns do not interfere with any straight-through movements nor with pedestrians. E-W green phase N-S green phase a. Left-turns enter the side road. b. Left-turns complete the turns Figure 3.2. Type 2 Intersection: Using side roads as left-turn storage. Figure 3.3. Type 2 Intersection: Accommodating left-turns from E-W Road.
10 104 B.Y. Shin In order to accommodate left-turns from the E-W road, the same side roads can be used. In this case the left-turners manoeuvre as shown in Figure 3.3. Naturally, good signing will be required. When turning movements are very light even one set out of the two such side roads as shown above can accommodate left-turns from all directions. This is illustrated in Figure 3.4. In this case the side roads need to have at least 4 lanes and require signalization at the junction with the main roads. Signal operations at this junction will become obviously complicated, therefore, this application should be planned with careful analysis. When this arrangement is adopted on an existing road system, all left turns will be diverted to the side roads and traffic volumes will increase substantially which might be unacceptable to the neighbourhood. The problem will be more serious where there is large volume of heavy vehicles. Figure 3.5 presents a road system in which a pair of one-way roads is included in each block, so this type of left-turn provision can be employed without causing much neighbourhood problems. In this way to make all intersections be operated by 2-phase signals even intersections formed as arterials crossing each other will not require grade separation. As can be seen in the Figure 3.2, the opening on the main road near the stop line should be kept clear of vehicles so that the left turns from the side road can pass through when they make turns. In order to make this certain, thus eliminating conflicts between the traffic on the main road and left-turns, additional signal heads should be installed at the opening. Prohibiting right-turns during red may be required to further reduce traffic conflicts. From the capacity point of view, this type of intersection should perform better than one with unprotected left-turns because the whole approach width is utilized for through movement. Left-turn capacity will be also increased because the turns are made without any conflict during the whole green period of the crossing street. This will of course eliminate the possibility of collisions between left-turns and straightthrough movement from the opposing direction. The safety of pedestrians crossing the street is also enhanced because the normal conflict with left-turns are eliminated in this provision. ope 3: Using Downstream Medians At intersections where a wide road with more than say 10 traffic
11 Special Provisions for Left Turns at q _ Figure 3.4. Type 2 variation: with one set of side road lanes or where such space as shown in Figure 3.6 can be provided, leftturn phase can be eliminated and adopt a left-turn bay at down stream of the intersection. Such wide roads are also quite common in Korea. Left-turns stored at this bay can make a U-turn then a immediate right turn during the E-W green phase utilizing the wide space specially provided at the approach. Left-turns from E-W road advance with a green light and make a wide right-turn immediately followed by a U-turn to complete their leftturn manoeuvre. In this case straight-through flow should stop at the stop line adopted upstream to provide sufficient empty space for these turning movements. A separation of around 70 m between these two stop lines can provide sufficient space for this manoeuvre in most cases. The basic difference of this design from the ordinary ones is whether the left-turn bay is located at upstream or downstream of the intersection. Since this design employs 2-phase signal timing instead of 4 phase, the left-turn storage space can be reduced substantially, or more than halved as explained in Figure 2.4. Compared with operations with unprotected left-turn, turning capacity will be obviously increased and the normal left-turn conflicts will be eliminated.
12 106 B.Y. Shin c r I 1 C c I i Figure 3.5. Typical road network that accommodate Type 2 operations. Although some straight-through vehicles on the main road may have to stop twice before clearing from the intersection of this type, traffic signal timing can be designed so that the majority of the traffic can pass through without stopping twice. ope 4: Using LejZ-Turn Gate Where the previous types of provision cannot be adopted, yet the capacity problem is very severe. Figure 3.7 offers a method as a last resort. At this type of intersection, straight-through movements should stop at the stop line adopted upstream while left-turners advance to the front area of this stop line. A short exclusive left turn phase say less than 10 seconds will be given for these left turns to clear the intersection, then a straight-through phase follows. It is emphasized that this provision should be considered where no alternative is available. For example,
13 Special Provisions for Lefr Turns at Figure 3.6. Type 3 Intersection: Using Downstream Medians Figure 3.7. Type 4 Intersection: Using Left-Turn Gate
14 108 B.Y. Shin if a special occasion occurs at a remote area and traffic volumes jump suddenly, this type of operation may work as a temporal measure until a more permanent solution takes place. Thorough police guide accompanied with some temporary markings and other necessary provisions will be essential. Examples of Actual Use Some intersections employing similar concepts to those introduced in this paper can be found in reality. The rotary at Hyewha-dong, Seoul, Korea, has a viaduct over the main street. The intersection under this structure is being operated as a signalized rotary showing similar vehicle movements as shown in Type 1. The author has proposed a design as shown in Figure 3.1 to the City of Seoul which has been accepted. However, this intersection will be equipped with a underpass, running east-west, while adopting the proposed Type 1 design on the surface. Operations similar to the Type 2 intersections can also be seen in Seoul around some major intersections where left-turning is prohibited. Actually, when left-turning is prohibited, it would not be difficult to find similar movements occurring naturally around the area. Type 3, "using downstream medians", has not been found, in Korea, but there are numerous places where U-turns are allowed downstream of the intersection. However, the location of such U-turn is at a quite distance from the crossing, and so the concept is different from that presented in this paper. Type 4, left-turn gate is not known to be existent in practice. However, in Germany, a "bus-gate" is employed similar to the left-turn gate, at upstream of the stop line to hold other traffic while allowing buses to proceed through the gate. Conclusion Special provisions for left-turns at signalized intersections that can accommodate large volumes of left turns without requiring an exclusive left turn phase are introduced. Although such provisions are not free of problems their performance in the capacity and vehicle delay is the same or better than that with unprotected left turn. Furthermore, by eliminating traffic conflicts which occur in unprotected left-turn, the safety for the left-turning vehicles as well as pedestrian is obviously enhanced.
15 Special Provisions for Left Turns at To implement these special provisions, some redesign of intersection geometries and signal system will be required and drivers will have to familiarize themselves to the new situation. Careful signing and police guidance especially in the early period of implementation will be essential. Despite these drawbacks, it appears that the effect of such provisions in reducing congestions and vehicle delay is too great to ignore, particularly, when compared with the case with 4-phase signal control. Therefore, it is recommended that consideration be given to these provisions to solve intersection capacity problems, especially in such countries as Korea, Malaysia and Israel where unprotected left-turns are not generally employed. References Shin, Bu-Yong, 1992, The Road Efficiency and Left-Turn Treatments in Korea. Journal of the Korean Society of Civil Engieers, Vol. 40, No. 5. Shin, Bu-Yong, 1992, The Effect of Left-Turn Treatments on the Intersection Capacity. Journal of the Korean Society of Civil Engineers, Vol. 40, No. 6.
Analysis of Unsignalized Intersection
International Journal of Constructive Research in Civil Engineering (IJCRCE) Volume 2, Issue 1, 2016, PP 30-36 ISSN 2454-8693 (Online) www.arcjournals.org Analysis of Unsignalized Intersection B.Ramkumar
More informationCIRCLE DRIVE TRAFFIC AND ACCESS MANAGEMENT POLICY GUIDE. Management Principles and Implementation Concepts
CIRCLE DRIVE TRAFFIC AND ACCESS MANAGEMENT POLICY GUIDE A. PREFACE Management Principles and Implementation Concepts The intent of this policy guide is to provide interim guidance on the implementation
More informationThe Corporation of the City of Sarnia. School Crossing Guard Warrant Policy
The Corporation of the City of Sarnia School Crossing Guard Warrant Policy Table of Contents Overview And Description... 2 Role of the School Crossing Guard... 2 Definition of a Designated School Crossing...
More informationCITY OF SASKATOON COUNCIL POLICY
ORIGIN/AUTHORITY Clause 1, Report No. 1-1980 and Clause 4, Report No. 22-1990 of the Works and Utilities Committee; Clause 6, Report No. 17-2004 of the Planning and Operations Committee; and Clause D5,
More informationMUTCD Part 6G: Type of Temporary Traffic Control Zone Activities
MUTCD Part 6G: Type of Temporary Traffic Control Zone Activities 6G.01 Typical Applications Each temporary traffic control (TTC) zone is different. Many variables, such as location of work, highway type,
More informationTraffic Signal Design
Traffic Signal Design Instructor: S. M. Mahdi Amiripour m.amiripour@gmail.com 2 Introduction Intersection is an area shared by two or more roads Designated for the vehicles to turn to different directions
More informationRIGHT TURNS AT INTERSECTIONS: ARE THERE ALTERNATIVES?
RIGHT TURNS AT INTERSECTIONS: ARE THERE ALTERNATIVES? R.C. Pyke, J.D. Sampson and K.G. Schmid Stewart Scott International, P O Box 784506, Sandton, 2146 TTT Africa, P.O.Box 109, Sunninghill, G.D.P.T.R.W,
More informationINTERSECTIONS AT GRADE INTERSECTIONS
INTERSECTIONS 1 AT GRADE INTERSECTIONS INTERSECTIONS INTERSECTIONS = INTERRUPTED FACILITIES Definitions and key elements An intersection is defined as an area where two or more roadways join or cross.
More informationTraffic Signals. Part I
Traffic Signals Part I Part I The Islamic University of Gaza Civil Engineering Department Traffic Engineering (Optional Course) ECIV 5332 Instructor: Dr. Yahya Sarraj Associate Prof. in Transportation
More informationRoad Markings. Lecture Notes in Transportation Systems Engineering. Prof. Tom V. Mathew
Road Markings Lecture Notes in Transportation Systems Engineering Prof. Tom V. Mathew 1 Overview The essential purpose of road markings is to guide and control traffic on a highway. They supplement the
More informationCity of Prince Albert Statement of POLICY and PROCEDURE. Department: Public Works Policy No. 66. Section: Transportation Issued: July 14, 2014
Page: 1 of 8 1 POLICY 1.01 The City shall follow all of the specifications in the Manual of Uniform Traffic Control Devices for Canada, prepared by the National Committee of Uniform Traffic Control, and
More informationENHANCED PARKWAY STUDY: PHASE 2 CONTINUOUS FLOW INTERSECTIONS. Final Report
Preparedby: ENHANCED PARKWAY STUDY: PHASE 2 CONTINUOUS FLOW INTERSECTIONS Final Report Prepared for Maricopa County Department of Transportation Prepared by TABLE OF CONTENTS Page EXECUTIVE SUMMARY ES-1
More information6.4.2 Capacity of Two-Way Intersections-HCM Method
6.4 Priority Intersections 119 6.4.2 Capacity of Two-Way Intersections-HCM Method For further details see HCM 2000 chapter 17. Capacity analysis at two-way stop-controlled (TWSC) intersections depends
More informationChapter 7 Intersection Design
hapter 7 Dr. Yahya Sarraj Faculty of Engineering The Islamic University of Gaza An intersection is an area, shared by two or more roads, whose main function is to provide for the change of route directions.
More informationHIGHBURY AVENUE/HAMILTON ROAD INTERSECTION IMPROVEMENTS PUBLIC INFORMATION CENTRE 1 MAY 14, 2015
HIGHBURY AVENUE/HAMILTON ROAD INTERSECTION IMPROVEMENTS Municipal Class Environmental Assessment PUBLIC INFORMATION CENTRE 1 MAY 14, 2015 ACCESSIBILITY Under the Accessibility Standards 2015 for Customer
More informationAccess Location, Spacing, Turn Lanes, and Medians
Design Manual Chapter 5 - Roadway Design 5L - Access Management 5L-3 Access Location, Spacing, Turn Lanes, and Medians This section addresses access location, spacing, turn lane and median needs, including
More informationScienceDirect. Microscopic Simulation on the Design and Operational Performance of Diverging Diamond Interchange
Available online at www.sciencedirect.com ScienceDirect Transportation Research Procedia 6 (2015 ) 198 212 4th International Symposium of Transport Simulation-ISTS 14, 1-4 June 2014, Corsica, France Microscopic
More informationTRAFFIC ENGINEERING SAB3843. CHE ROS BIN ISMAIL and OTHMAN BIN CHE PUAN
TRAFFIC ENGINEERING SAB3843 TRAFFIC SIGNAL CONTROL SYSTEM CHE ROS BIN ISMAIL and OTHMAN BIN CHE PUAN TRAFFIC SIGNAL CONTROL SYSTEM Traffic signal-all mechanical or electrical controlled devices used to
More informationRoad Markings. Lecture Notes in Transportation Systems Engineering. Prof. Tom V. Mathew. 1 Overview 1. 2 Classification 2
Road Markings Lecture Notes in Transportation Systems Engineering Prof. Tom V. Mathew Contents 1 Overview 1 2 Classification 2 3 Longitudinal markings 2 3.1 Center line.....................................
More informationHIGHWAY CAPACITY MANUAL
HISTORY OF THE HIGHWAY CAPACITY MANUAL TexITE - Houston Chapter November 10, 2010 Michael Y. Ereti City of Houston Department of Public Works & Engineering THE NEW GUY (Michael Ereti) Consultant (10 years)
More informationBicycle-Specific Traffic Control Is it "Bicycle-Friendly"?
Bicycle-Specific Traffic Control Is it "Bicycle-Friendly"? Richard C. Moeur, P.E. In the United States, the Uniform Vehicle Code and most state laws treat bicyclists as having much the same rights and
More information180 Grand Avenue, Suite x117 Dowling Associates, Inc.
180 Grand Avenue, Suite 250 510.839.1742 x117 Oakland, CA 94612 510.839.0871 fax www.dowlinginc.com mbowman@dowlinginc.com Dowling Associates, Inc. Date: Memorandum To: CC: From: Ms. Leah Greenblat City
More informationTraffic Circulation Study for Neighborhood Southwest of Mockingbird Lane and Airline Road, Highland Park, Texas
ARIZONA TEXAS NEW MEXICO OKLAHOMA February 13, 2015 Mr. Meran Dadgostar P.E., R.S. Town of Highland Park 4700 Drexel Dr. Highland Park, Texas 75205 Re: Traffic Circulation Study for Neighborhood Southwest
More informationRelative safety of alternative intersection designs
Urban Transport XII: Urban Transport and the Environment in the 21st Century 379 Relative safety of alternative intersection designs L. C. Wadhwa 1 & M. Thomson 2 1 James Cook University Townsville Queensland
More informationM-58 HIGHWAY ACCESS MANAGEMENT STUDY Mullen Road to Bel-Ray Boulevard. Prepared for CITY OF BELTON. May 2016
M-58 HIGHWAY ACCESS MANAGEMENT STUDY Prepared for CITY OF BELTON By May 2016 Introduction Missouri State Highway 58 (M-58 Highway) is a major commercial corridor in the City of Belton. As development has
More informationChapter 5 5. INTERSECTIONS 5.1. INTRODUCTION
Chapter 5 5. INTERSECTIONS 5.1. INTRODUCTION Intersections are the physical component of the roadways where two highways intersect. They are the most complex element of roadways, since it requires more
More informationRichmond-Adelaide Cycle Tracks
Public Drop-In Event Richmond-Adelaide Cycle Tracks June 25, 2018 12:00 p.m. 3:00 p.m. 4:30 p.m. 7:30 p.m. Metro Hall, Rotunda 55 John Street 1 Purpose of Event In Scope Communicate an update about the
More informationTraffic Study North Shore School District 112
Traffic Study North Shore School District 112 Proposed Expansion of Northwood Junior High School Prepared By: May 1, 2015 1. Introduction Kenig, Lindgren, O Hara, Aboona, Inc. (KLOA, Inc.) has been retained
More informationMETHODOLOGY. Signalized Intersection Average Control Delay (sec/veh)
Chapter 5 Traffic Analysis 5.1 SUMMARY US /West 6 th Street assumes a unique role in the Lawrence Douglas County transportation system. This principal arterial street currently conveys commuter traffic
More informationCity of Albert Lea Policy and Procedure Manual 4.10 ALBERT LEA CROSSWALK POLICY
4.10 ALBERT LEA CROSSWALK POLICY PURPOSE: Pedestrian crosswalks are an integral part of our transportation infrastructure. To be effective and promote safety, marked crosswalks must be installed after
More informationUnit 7 Speed, Travel Time and Delay Studies
Unit 7 Speed, Travel Time and Delay Studies Introduction Speed, travel time and delay are all related measures that are common used as indicators of performance for traffic facilities Measure of Effectiveness
More informationMinor Amendments to the Street and Traffic By-law 2849 and Skateboards in Protected Bike Lanes
ADMINISTRATIVE REPORT Report Date: October 31, 2017 Contact: Lon LaClaire Contact No.: 604.873.7336 RTS No.: 12241 VanRIMS No.: 08-2000-20 Meeting Date: November 15, 2017 TO: FROM: SUBJECT: Standing Committee
More information8 PROPOSED ROUNDABOUT DUFFERIN STREET AND KING VAUGHAN ROAD INTERSECTION CITY OF VAUGHAN
8 PROPOSED ROUNDABOUT DUFFERIN STREET AND KING VAUGHAN ROAD INTERSECTION CITY OF VAUGHAN The Transportation Services Committee recommends the adoption of the recommendation contained in the following report
More informationIntersection Safety 6/7/2015 INTERSECTIONS. Five basic elements should be considered in intersection design. Intersection Safety (continued)
Intersection Safety S. M. SOHEL MAHMUD Assistant Professor Accident Research Institute (ARI), Bangladesh University of Engineering and Technology (BUET) Dhaka-1000, Bangladesh 1 Outline of the Presentation
More informationExperience with Traffic Actuated Signals
Experience with Traffic Actuated Signals E ric G. T h orson District Traffic Signal Engineer Illinois Division of Highways Elgin, Illinois The State of Illinois installed its first set of traffic actuated
More informationMathematics of Planet Earth Managing Traffic Flow On Urban Road Networks
Mathematics of Planet Earth Managing Traffic Flow On Urban Road Networks Adrian George Manager Network Improvements Anthony Fitts Manager Signal Design Melbourne s transport demands are growing 5m people
More informationBicycle Facilities Planning
Bicycle Facilities Planning Overview Types of Cyclists Purpose for Riding Types of Facilities Bike Lanes Bicycle Boulevards Cycle Tracks Intersections Signals Signing and Marking Discussion Types of Bicyclists
More information3 TRAFFIC CONTROL SIGNAL TIMING AND SYNCHRONIZATION
Report No. 8 of the Transportation Services Committee Regional Council Meeting of October 20, 2011 3 TRAFFIC CONTROL SIGNAL TIMING AND SYNCHRONIZATION The Transportation Services Committee recommends:
More information2.2 TRANSIT VISION 2040 FROM VISION TO ACTION. Emphasize transit priority solutions STRATEGIC DIRECTION
TRANSIT VISION 2040 FROM VISION TO ACTION TRANSIT VISION 2040 defines a future in which public transit maximizes its contribution to quality of life with benefits that support a vibrant and equitable society,
More informationStrategies to Re capture Lost Arterial Traffic Carrying Capacities
Strategies to Re capture Lost Arterial Traffic Carrying Capacities Chalap K. Sadam, P.E. and Albert L. Grover, P.E. Over the years, many arterials that were initially designed to carry tens of thousands
More informationNRA New Divided Road Types: Type 2 and Type 3 Dual - Carriageways
NRA New Divided Road Types: Type 2 and Type 3 Dual - Carriageways DN-GEO-03059 December 2007 DN Design Technical TRANSPORT INFRASTRUCTURE IRELAND (TII) PUBLICATIONS About TII Transport Infrastructure Ireland
More informationSynchro Studio 8. Overview. By Ioannis Psarros
Synchro Studio 8 Overview By Ioannis Psarros What is Synchro? Software for signal optimization Developed by Trafficware Optimization can be applied to: Cycle lengths Splits Offsets Source: http://bikewalklee.blogspot.com
More informationCycle Track Design Best Practices Cycle Track Sections
Design Best Practices Sections It is along street segments where the separation and protection methods of cycle tracks offer more comfort than conventional bicycle lanes, and are more attractive to a wide
More informationToronto and East York Community Council. Director, Transportation Services, Toronto and East York District
No Turn on Red Regulations STAFF REPORT ACTION REQUIRED Date: June 1, 2010 To: From: Toronto and East York Community Council Director, Transportation Services, Toronto and East York District Wards: Trinity
More informationJustification and Feasibility of Roundabout
Justification and Feasibility of Roundabout Shruti B. Khara M. E. Sem IV Transportation Engineering L. D. College of Engineering Ahmedabad e-mail shruti21063@gmail.com Prof. Ashutosh K. Patel Lecturer
More informationControlling Traffic by Designing Signal at Intersection of Vidisha Sachin Jat 1 Mr. S.S. Goliya 2 Sachin Nagayach 3 Rohit Gurjar 3
IJSRD - International Journal for Scientific Research & Development Vol. 3, Issue 05, 2015 ISSN (online): 2321-0613 Controlling Traffic by Designing Signal at Intersection of Vidisha Sachin Jat 1 Mr. S.S.
More informationRoadways. Roadways III.
Introduction 97 Roadway Design Principles 98 Safe Speeds 99 Optimizing of Street Space 00 Minimum Lane Widths in the City of Boston 02 Design Features that Reduce Operating Speeds 05 Travel Lanes Transit
More informationREPORT CONCURRENCE. City Manager. The General Manager concurs with the recommendation of this report.
COUNCIL REPORT Report No. ENG 08-018 Executive Committee Date: May 0, 018 File No: 5400-1 To: From: Subject: Mayor and Council Purvez Irani, Senior Transportation Engineer Bluejay Street Road Improvements
More informationOperational Comparison of Transit Signal Priority Strategies
Operational Comparison of Transit Signal Priority Strategies Revision Submitted on: November, 0 Author: Adriana Rodriguez, E.I Assistant Engineer Parsons Brinckerhoff 0 South Orange Avenue, Suite 00 Orlando,
More information1982 by Prentice-Hall, Inc., Englewood Cliffs, N.J Library of Congress Catalog Card Number: ISBN:
1982 by Prentice-Hall, Inc., Englewood Cliffs, N.J. 07632 All rights reserved. No part of this book may be reproduced in any form or by any means without permission in writing from the publisher. Library
More informationWaterford Lakes Small Area Study
Waterford Lakes Small Area Study Existing Traffic Conditions PREPARED FOR: ORANGE COUNTY PUBLIC WORKS DEPARTMENT TRAFFIC ENGINEERING DIVISION ORLANDO, FLORIDA PREPARED WITH: INWOOD CONSULTING ENGINEERS
More information4 DISRUPTION MANAGEMENT PLAN HIGHWAY 7 RAPIDWAY CONSTRUCTION BETWEEN BAYVIEW AVENUE AND WARDEN AVENUE TOWNS OF MARKHAM AND RICHMOND HILL
4 DISRUPTION MANAGEMENT PLAN HIGHWAY 7 RAPIDWAY CONSTRUCTION BETWEEN BAYVIEW AVENUE AND WARDEN AVENUE TOWNS OF MARKHAM AND RICHMOND HILL The Transportation Services Committee recommends the adoption of
More informationImproving Cyclist Safety at the Dundas Street West and Sterling Road Intersection
STAFF REPORT ACTION REQUIRED Improving Cyclist Safety at the Dundas Street West and Sterling Road Intersection Date: August 17, 2012 To: From: Wards: Reference Number: Public Works and Infrastructure Committee
More informationBistro 6. City of Barrie. Traffic Impact Study for Pratt Hansen Group Inc. Type of Document: Final Report. Project Number: JDE 1748
City of Barrie Traffic Impact Study for Pratt Hansen Group Inc. Type of Document: Final Report Project Number: JDE 1748 Date Submitted: June 12 th, 2017 06/12/17 John Northcote, P.Eng. Professional License
More informationSimulation Analysis of Intersection Treatments for Cycle Tracks
Abstract Simulation Analysis of Intersection Treatments for Cycle Tracks The increased use of cycle tracks also known as protected bike lanes has led to investigations of how to accommodate them at intersections.
More informationHighway 111 Corridor Study
Highway 111 Corridor Study June, 2009 LINCOLN CO. HWY 111 CORRIDOR STUDY Draft Study Tea, South Dakota Prepared for City of Tea Sioux Falls Metropolitan Planning Organization Prepared by HDR Engineering,
More informationEvaluation and Changes to Pedestrian Priority Phase Signal (Scramble Crossing) at Bay Street and Bloor Street
PW2.2 STAFF REPORT ACTION REQUIRED Evaluation and Changes to Pedestrian Priority Phase Signal (Scramble Crossing) at Bay Street and Bloor Street Date: February 12, 2015 To: From: Public Works and Infrastructure
More informationTHE UNIVERSITY OF TENNESSEE THE TOWN OF TREZEVANT. John Chlarson, P.E. 11/29/2010
THE UNIVERSITY OF TENNESSEE SCHOOL ZONE ISSUES THE TOWN OF TREZEVANT John Chlarson, P.E. 11/29/2010 The main issue is the safety of the children, who walk to and from school; secondary concerns were those
More informationAccess Management in the Vicinity of Intersections
Access Management in the Vicinity of Intersections FHWA-SA-10-002 Technical Summary Photo: Ralph Bentley (used with permission) 0 Access Management is: The design, implementation and management of entry
More information1.3.4 CHARACTERISTICS OF CLASSIFICATIONS
Geometric Design Guide for Canadian Roads 1.3.4 CHARACTERISTICS OF CLASSIFICATIONS The principal characteristics of each of the six groups of road classifications are described by the following figure
More informationDERIVATION OF A SIGNAL TIMING SCHEME FOR AN EXTERNALLY SIGNALIZED ROUNDABOUT
DERIVATION OF A SIGNAL TIMING SCHEME FOR AN EXTERNALLY SIGNALIZED ROUNDABOUT Paper Presented at the Annual Sessions of the Institute of Engineers, Sri Lanka Dr. Amal S. Kumarage, Senior Lecturer Dr. J.M.S.J.
More information133 rd Street and 132 nd /Hemlock Street 132 nd Street and Foster Street MINI ROUNDABOUTS. Overland Park, Kansas
133 rd Street and 132 nd /Hemlock Street 132 nd Street and Foster Street MINI ROUNDABOUTS Overland Park, Kansas September 1, 2017 TABLE OF CONTENTS 1. INTRODUCTION... 1 2. LITERATURE REVIEW... 1 3. CONCEPT
More informationSignal Timing Design CIVL 4162/6162
Signal Timing Design CIVL 4162/6162 Summary of Signal Design Signal Phase Plans Treatment of Left Turns General Considerations Phase and Ring Diagrams Common Phase Plans and Their Use Vehicular Needs Change
More informationACCESS MANAGEMENT PLAN: BLUFFTON PARKWAY BLUFFTON PARKWAY: PHASE FOUR TOWN OF BLUFFTON & BEAUFORT COUNTY, SC
ACCESS MANAGEMENT PLAN: BLUFFTON PARKWAY BLUFFTON PARKWAY: PHASE FOUR TOWN OF BLUFFTON & BEAUFORT COUNTY, SC Prepared for: Beaufort County & Town of Bluffton Prepared by: SRS ENGINEERING, LLC 801 Mohawk
More informationOperational Performance Comparison between Three Unconventional Intersection Designs: Left-turn Bypass, Diverging Flow and Displaced Left-turn
Ninth LACCEI Latin American and Caribbean Conference (LACCEI 2011), Engineering for a Smart Planet, Innovation, Information Technology and Computational Tools for Sustainable Development, August 3-5, 2011,
More informationModule 3 Developing Timing Plans for Efficient Intersection Operations During Moderate Traffic Volume Conditions
Module 3 Developing Timing Plans for Efficient Intersection Operations During Moderate Traffic Volume Conditions CONTENTS (MODULE 3) Introduction...1 Purpose...1 Goals and Learning Outcomes...1 Organization
More information1. Introduction. 2. Survey Method. Volume 6 Issue 5, May Licensed Under Creative Commons Attribution CC BY
A Study on Performance of an Urban Arterial Corridor Guggilla Raju 1, Rontala Ashwini 2 1 Assistant Professor, Department of Civil Engineering, GCET 2 Assistant Professor, Department of Civil Engineering,
More informationApproximately 360 trail users cross during a typical summer weekday and 420 cross during a typical summer
5. PARKR ROAD AT MISSISSIPPI AVN CROSSIN xisting Conditions The High ine Canal trail crosses Parker Road near the Mississippi Avenue intersection (crossing location #3 on Figure 1). South of Parker, the
More informationIntroduction Roundabouts are an increasingly popular alternative to traffic signals for intersection control in the United States. Roundabouts have a
HIGH-CAPACITY ROUNDABOUT INTERSECTION ANALYSIS: GOING AROUND IN CIRCLES David Stanek, PE and Ronald T. Milam, AICP Abstract. Roundabouts have become increasingly popular in recent years as an innovative
More informationNRA New Divided Road Types: Type 2 and Type 3 Dual-carriageways
NRA New Divided Road Types: Type 2 and Type 3 Dual-carriageways BENEFITS of the TYPE 2 and TYPE 3 DUAL CARRIAGEWAY ROAD TYPE There are significant safety and economic benefits associated with the Type
More informationTRAFFIC AND SAFETY NOTE 608A. Spacing for Commercial Drives and Streets. To Promote a Uniform Practice in Determining Access Spacing
TRAFFIC AND SAFETY NOTE 608A SUBJECT: PURPOSE: Spacing for Commercial Drives and Streets To Promote a Uniform Practice in Determining Access Spacing COORDINATING UNIT: Geometric Design Unit INFORMATION:
More informationChapter 2: Standards for Access, Non-Motorized, and Transit
Standards for Access, Non-Motorized, and Transit Chapter 2: Standards for Access, Non-Motorized, and Transit The Washtenaw County Access Management Plan was developed based on the analysis of existing
More informationThe major street is typically the intersecting street with greater traffic volume, larger cross-section, and higher functional class.
INTERSECTIONS DESIGN Definitions and key elements An intersection is defined as an area where two or more roadways join or cross. Each roadway extending from the intersection is referred to as a leg. The
More informationA partnership of Christchurch City Council, New Zealand Transport Agency and Environment Canterbury Keeping Christchurch Moving
A partnership of Christchurch City Council, New Zealand Transport Agency and Environment Canterbury Keeping Christchurch Moving DRAFT: Transport Efficiency and Impact Guide April 2018 GUIDELINE DEVELOPMENT
More informationAppendix T CCMP TRAIL TRAFFIC & TRANSPORTATION DESIGN STANDARD
Appendix T CCMP 3.3.4 TRAIL TRAFFIC & TRANSPORTATION DESIGN STANDARD 3.3.4 Trail Traffic and Transportation Design Multi-use trails have certain design standards, which vary depending on the agency that
More informationHaving held a public hearing, that Council approve:
3. MODIFICATIONS TO MERIVALE ROAD FROM FALLOWFIELD ROAD TO OLD HIGHWAY 16 TO ACCOMMODATE THE GROWTH WITHIN THE SOUTH MERIVALE BUSINESS PARK - PUBLIC HEARING COMMITTEE RECOMMENDATIONS Having held a public
More informationALLEY 24 TRAFFIC STUDY
ALLEY 24 TRAFFIC STUDY in City of Frostburg, Maryland January 2013 3566 Teays Valley Road Hurricane, WV Office: (304) 397-5508 www.denniscorporation.com Alley 24 Traffic Study January 2013 Frostburg, Maryland
More informationHORN PROHIBITED NO PARKING NO STOPPING STRAIGHT PROHIBITED NO ENTRY
UNIT III 1. What are the various types of traffic signs? [N/D-13] Traffic signs give timely warning of hazardous situations when they are not self - evident. The various types of traffic signs are: a)
More informationTransit Capacity and Quality of Service Manual 2 nd Edition
PART 4 BUS TRANSIT CAPACITY CONTENTS CHAPTER 1. BUS CAPACITY FUNDAMENTALS... 4-1 Overview... 4-1 Capacity Calculation Process... 4-1 Loading Areas... 4-2 Bus Stops... 4-2 Bus Facilities... 4-3 Person Capacity...
More informationImplementing Complete Streets in Ottawa. Project Delivery Process and Tools Complete Streets Forum 2015 October 1, 2015
Implementing Complete Streets in Ottawa October 1, 2015 The Essentials Complete Streets Implementation Framework will become part of the routine delivery of City transportation projects Approach uses every
More informationCapacity and Performance Analysis of Roundabout Metering Signals
Capacity and Performance Analysis of Roundabout Metering Signals TRB National Roundabout Conference Vail, Colorado, USA, 22-25 May 2005 Pictures modified to show driving on the right-hand side of the road
More informationTITLE VII: TRAFFIC CODE 70. GENERAL PROVISIONS 71. TRAFFIC RULES 72. PARKING REGULATIONS 73. BICYCLES AND MOTORCYCLES 74.
TITLE VII: TRAFFIC CODE Chapter 70. GENERAL PROVISIONS 71. TRAFFIC RULES 72. PARKING REGULATIONS 73. BICYCLES AND MOTORCYCLES 74. TRAFFIC SCHEDULES 75. PARKING SCHEDULES 1 2 Vine Grove - Traffic Code CHAPTER
More informationLYNNWOOD ROAD ARTERIAL STUDY The effect of intersection spacing on arterial operation
LYNNWOOD ROAD ARTERIAL STUDY The effect of intersection spacing on arterial operation A J Joubert*, S L Burnett**, and T Ueckermann* *PWV Consortium, PO Box 1109, Sunninghill 2157 **Gautrans, Gauteng Department
More informationRoundabouts in Edmonton - A Comparison to the State-of-the-Art
Roundabouts in Edmonton - A Comparison to the State-of-the-Art Authors: Carl Clayton, P.Eng. P.E. PTOE Stantec Consulting Ltd. Chuan Kua, P.Eng. City of Edmonton, Transportation and Streets Brice Stephenson,
More informationAn Analysis of the Travel Conditions on the U. S. 52 Bypass. Bypass in Lafayette, Indiana.
An Analysis of the Travel Conditions on the U. S. 52 Bypass in Lafayette, Indiana T. B. T readway Research Assistant J. C. O ppenlander Research Engineer Joint Highway Research Project Purdue University
More informationWelcome. If you have any questions or comments on the project, please contact:
Welcome This drop-in public open house is intended to provide information about the Bay Street bike lanes project. This project proposes a dedicated cycling facility along Bay Street between Aberdeen Avenue
More informationIn response to your request for information on mid-block pedestrian crossing policies and guidelines, the following information is enclosed:
August 18, 2016 City of Brentwood, Tennessee Mr. Kirk Bednar City Manager 5211 Maryland Way P. O. Box 788 Brentwood, Tennessee 37024 VIA ELECTRONIC MAIL Dear Mr. Bednar: In response to your request for
More informationCHAPTER 71: TRAFFIC RULES. Operation Generally. Accidents. Prohibitions
CHAPTER 71: TRAFFIC RULES Section 71.01 Obstructing traffic 71.02 Reverse or U turns 71.03 Backing vehicles 71.04 Vehicles crossing sidewalks 71.05 Speed limits 71.15 Duty of operator 71.16 Accident report
More informationDraft North Industrial Area-Wide Traffic Plan
Summary of North Industrial and Hudson Bay Industrial Recommended Improvements Table 1. Summary of s Item Location 1 2 3 4 5 6 7 8 9 10 11 12 Millar Ave north of 51st St Super 8 Motel back lane 400 Block
More informationTRAFFIC MANAGEMENT PLAN
April 19, 018 PK# 415-17.387 TRAFFIC MANAGEMENT PLAN Project: In Dallas, Texas Prepared for: City of Dallas On behalf of: Dallas Independent School District Prepared by: Hunter W. Lemley, P.E. 7557 Rambler
More informationTraffic Impact Study. Westlake Elementary School Westlake, Ohio. TMS Engineers, Inc. June 5, 2017
TMS Engineers, Inc. Traffic Impact Study Westlake Elementary School Westlake, Ohio June 5, 2017 Prepared for: Westlake City Schools - Board of Education 27200 Hilliard Boulevard Westlake, OH 44145 TRAFFIC
More informationEvaluating Roundabout Capacity, Level of Service and Performance
Roundabouts with Metering Signals ITE 2009 Annual Meeting, San Antonio, Texas, USA, August 9-12, 2009 Evaluating Roundabout Capacity, Level of Service and Performance Presenter: Rahmi Akçelik rahmi.akcelik@sidrasolutions.com
More informationNEGOTIATING INTERSECTIONS CHAPTER 7
NEGOTIATING INTERSECTIONS CHAPTER 7 SECTION 1- SEARCHING INTERSECTIONS THE CHANCES OF A COLLISION ARE GREATER AT INTERSECTIONS THAN AT ANY OTHER POINT OF THE ROADWAY. THEY ARE DANGEROUS BECAUSE MANY DRIVER
More informationUtilization of the spare capacity of exclusive bus lanes based on a dynamic allocation strategy
Urban Transport XX 173 Utilization of the spare capacity of exclusive bus lanes based on a dynamic allocation strategy X. Wang 1 & Q. Li 2 1 Department of Transportation Management Engineering, Zhejiang
More informationCAPACITY, LEVEL OF SERVICE, FUNDAMENTALS OF HIGHWAY CAPACITY ANALYSIS
CAPACITY, LEVEL OF SERVICE, FUNDAMENTALS OF HIGHWAY CAPACITY ANALYSIS 1. GENERAL Transportation facilities can be classified into two categories of flow: uninterrupted and interrupted. Uninterrupted-flow
More informationTurn Lane Warrants: Concepts, Standards, Application in Review
Turn Lane Warrants: Concepts, Standards, Application in Review David J. DeBaie P.E., P.T.O.E. 2004 ITE, District 1 Annual Meeting Burlington, Vermont Introduction Turning lanes at intersections reduce
More informationCity of Kingston Report to Council Report Number
To: From: Resource Staff: Date of Meeting: June 16, 2015 Subject: City of Kingston Report to Council Report Number 15-291 Mayor and Members of Council Jim Keech, President and CEO, Utilities Kingston Mark
More informationTown of Windsor Pedestrian Crossing Guidelines
Town of Windsor Pedestrian Crossing Guidelines Prepared for: Town of Windsor Engineering Department 301 Walnut Street Windsor, Colorado 80550 For More Information, please contact: Engineering Department
More informationDeveloped by: The American Traffic Safety Services Association (ATSSA) 15 Riverside Parkway, Suite 100 Fredericksburg, VA
Addendum Developed by: The American Traffic Safety Services Association (ATSSA) 15 Riverside Parkway, Suite 100 Fredericksburg, VA 22406-1022 800-272-8772 This material is based upon work supported by
More informationPattullo Bridge Replacement Project Community Connections Phase 2 Consultation. Appendix 3: Open House Display Boards
Replacement Project Community Connections Phase 2 Consultation Appendix 3: Open House Display Boards November 2016 Welcome! Welcome to the Replacement Project Public Open House We Want to Hear from You
More information