Estimation of Operational Benefits of Slow Vehicle Turnouts on Rural Highways in Alaska
|
|
- Diana Collins
- 5 years ago
- Views:
Transcription
1 Dunham, Bowie, and Kinney Estimation of Operational Benefits of Slow Vehicle Turnouts on Rural Highways in Alaska Connor Dunham, EIT Kinney Engineering, LLC 0 West Dimond Boulevard, Suite 0 Anchorage, Alaska Phone: 0-- Fax: ConnorDunham@KinneyEng.com Jeanne M. Bowie, PE, PhD (Corresponding Author) Kinney Engineering, LLC 0 West Dimond Boulevard, Suite 0 Anchorage, Alaska Phone: 0-- Fax: JeanneBowie@KinneyEng.com James R. Kinney, PE, PTOE Kinney Engineering, LLC 0 West Dimond Boulevard, Suite 0 Anchorage, Alaska Phone: 0-- Fax: RandyKinney@KinneyEng.com Submitted: August, 0 Revised: November, 0 Word Count: 00 words Tables: (at 0 words each = 0 words) Figures: (at 0 words each = 0 words) Total Words: 0 words TRB 0 Annual Meeting
2 Dunham, Bowie, and Kinney 0 ABSTRACT This paper draws on the results from previous research regarding two-lane highway operations and platooning characteristics to develop an estimate of the operational benefit that will be realized when slow vehicle turnouts are constructed on a 0-mile section of the Sterling Highway on the Kenai Peninsula in Alaska. Speed and volume data were collected at three sites in the study area to quantify the existing conditions. Three measures of effectiveness are presented: the distribution of platoon sizes, the percent following (defined as the percent of all vehicles that are following another vehicle at time headways of seconds or less), and the percent impeded. Percent impeded is calculated as a modification of the percent following measurement to account for vehicles that are following, but are traveling at their desired speed, and are therefore not being impeded. Future operations after the installation of the proposed slow vehicle turnouts are estimated by modifying the percent following to account for lead vehicles pulling into the slow vehicle turnouts and allowing others to pass. The percent impeded was then calculated for this modified value for percent following. A sensitivity analysis was performed to show how percent impeded was affected by differences in the percentage of lead vehicles who use the slow vehicle turnouts to let others pass. It is concluded that the slow vehicle turnouts will provide a measurable benefit to operations on the subject highway. TRB 0 Annual Meeting
3 Dunham, Bowie, and Kinney INTRODUCTION The safety of two-lane rural highways is particularly significant in the state of Alaska because there are no freeway and multi-lane highway facilities located outside of the urban areas. The predominant facilities connecting Alaskan communities are two-lane rural roadways. Experience in Alaska agrees with findings elsewhere that safety can be compromised when drivers become frustrated due to lack of passing opportunities on two-lane rural roads. Passing lanes have been shown to improve operations and safety on two-lane rural roads; however, the installation of passing lanes is not always possible due to topological or cost constraints. In these cases, the construction of slow vehicle turnouts can provide a means for slower moving vehicles to allow faster vehicles to pass. Alaska state law addresses the use of slow vehicle turnouts. According to Alaska state law on a two-lane highway outside an urban district where passing is unsafe because of oncoming traffic or other conditions, the driver of a motor vehicle proceeding at less than the maximum authorized speed of traffic and behind whom five or more vehicles are formed in a line shall turn off the roadway at the nearest place designated as a turnout or wherever sufficient area for a safe turnout exists in order to permit following vehicles to pass. ( AAC 0.00) This report draws on data collected as part of a Highway Safety Improvement Program (HSIP) project that proposes the installation of slow vehicle turnout locations on a 0-mile segment of the Sterling Highway, a two-lane highway on the Kenai Peninsula of Alaska. During the peak traffic period in July, anecdotal evidence suggests that the RV percentage on the Sterling Highway is very high and that the traffic mix includes drivers desiring to travel at high speeds (such as Alaskans who are very familiar with the roads and scenery) as well as drivers desiring to travel at more moderate speeds (such as out-of-state tourists who are traveling the highway for the first time). When safe passing opportunities are limited, driver frustration can become significant and risky passing maneuvers are more likely. PREVIOUS RESEARCH Operational Characteristics of Two-Lane Highways The Highway Capacity Manual (HCM) divides two-lane highways into three categories and defines three different variables to determine the level of service (LOS) of these highway types. () Class I two-lane highways are used primarily by drivers traveling long distances, who expect to travel at high speeds. Class II two-lane highways are used by drivers traveling shorter distances, who don t necessarily expect to travel at high speeds. Class III two-lane highways refer to those portions of two-lane highways that pass through small towns or other areas where the driveway access density is high. In the HCM, the operation of Class I two-lane highways is characterized by a measure of average travel speed (ATS) as well as the average percent of time that vehicles must spend traveling in platoons behind lower speed vehicles because of the inability to pass, or percent of time spent following (PTSF). The operation of Class II two-lane highways is characterized only by PTSF. For Class III two-lane highways, the operation is characterized by the ability of drivers to travel at the posted speed, or percent of free-flow speed (PFFS). As noted in numerous other reports, PTSF is difficult to measure in the field (the HCM does not provide a methodology to measure PTSF in the field, but only a methodology for estimating it). A number of researchers have proposed alternative measures of effectiveness (MOEs) that would be measurable in the field. A 00 paper discussed the German approach to TRB 0 Annual Meeting
4 Dunham, Bowie, and Kinney highway capacity analysis for two-lane highways. () Focusing more on efficiency than on driver comfort, the German HBS 00 uses traffic density (vehicles per mile in both directions) as the MOE for two-lane highway capacity. A study in Madrid, Spain measured the percent of delayed vehicles, defining a vehicle as being delayed if the headway between itself and the previous vehicle was seconds or less. () The researchers were able to develop a regression equation that related the directional volumes on the highway to the percent of delayed vehicles on those highways. A group of researchers in Japan proposed the use of follower density as the MOE for determining LOS of a two-lane highway. () Follower density was estimated by measuring traffic volume, speed, and the percent of vehicles following. The researchers based proposed LOS thresholds for follower density on previous research performed in Japan, South Africa, and Germany. They were able to use a combination of field measurements and simulation to estimate the effect of wintertime conditions (compacted snow on the highway) on these performance measures. A recent study in Montana proposed the measurement of the percent impeded (PI) as a surrogate measure to PTSF, similar to the way in which spot speed measurements can serve as surrogate measurements for space mean speed. () This measurement takes into account that some vehicles driving at their desired speed may be in a platoon, but are not actually being impeded. Only platooned vehicles that are driving less than their desired speed are being impeded. Vehicles that are impeded, then, must be in a platoon and must be traveling at a speed lower than their desired speed. The researchers suggested that the PI could be measured using the following equation. PI = P p P i P p = the probability of a vehicle being in a platoon (measured as the percent of vehicles following a lead vehicle at or below a certain time headway) P i = the probability of a vehicle traveling slower than the desired speed The second term (P i ) is found by developing the desired speed distribution and finding the proportion of these vehicles whose travel speed is greater than the average speed of slow moving vehicles. The desired speed distribution is developed from measurements of the travel speed of vehicles that are either leading a platoon or are not traveling in a platoon. The average speed of slower moving vehicles is determined by measuring the average speed of all vehicles at the head of a platoon. The researchers collected data on two highways in Montana over a one-week period in May and June. In addition to measuring PI, the researchers also considered percent followers, follower density, and the ratio of average travel speed to free flow speed as MOEs. Asserting that an acceptable MOE should detect improvements when there are opportunities for passing, the researchers collected data at several stations near a passing lane on each of the study highways. The data was collected at several different locations in relation to the passing lane, including just prior to the passing lane as well as at several locations downstream of the passing lane. The researchers concluded that PI represented the expected changes in PTSF more consistently than the other measures did. The ratio of average travel speed to free flow speed varied the least over the different locations near a passing lane. The current study compares the measurement of both percent following and percent impeded on the subject highway. TRB 0 Annual Meeting
5 Dunham, Bowie, and Kinney Effect of Slow Vehicle Turnouts on Traffic Operations Researchers in New Zealand collected information about the effectiveness of slow vehicle turnouts at eight locations on state highways. () The study sites were chosen to represent locations with a variety of AADTs, heavy vehicle percentages, and grades. Observers at each of the slow vehicle turnout locations recorded the percentage of following vehicles before and after the slow vehicle turnout, vehicle classification, and the percentage of lead vehicles using the slow vehicle turnout (by classification). Overall, % of the platoon leaders used the slow vehicle turnout, with the percentage of platoon leaders using the slow vehicle turnouts varying from to %, depending upon the site. In general, heavy vehicles (including RVs) were more likely to use the slow vehicle turnouts than passenger vehicles. The researchers developed a theoretical equation for determining the percentage following after the slow vehicle turnout: r = q [( q) ( e q ) p] r = the percentage following at the end of the slow vehicle turnout q = the percentage following prior to the slow vehicle turnout p = the proportion of platoon leaders using the slow vehicle turnout This formula doesn t take into account the desired speed of the following vehicles, but it can serve as an initial estimate of the effect of a slow vehicle turnout. In the study in New Zealand, the above formula predicted the actual percent following at the end of the slow vehicle turnout with less than % error for the two sites where it was tested. Effect of Slow Vehicle Turnouts on Traffic Safety Very little is known about the safety effects of slow vehicle turnouts. At the time of writing this report, there were no crash modification factors (CMFs) included in the Crash Modification Factors Clearinghouse ( for slow vehicle turnouts. () The National Cooperative Highway Research Program (NCHRP) Report 00, volume : A Guide for Addressing Head-On Collisions references NCHRP Report 0 which found that constructing turnouts resulted in a 0 percent reduction in total crashes and 0 percent reduction in fatal and injury crashes. () The safety benefit of slow vehicle turnouts could also be estimated based on the safety effects of passing lanes. Unfortunately, there is also little safety information available for passing lanes. The CMF Clearinghouse includes two or three studies with CMFs for passing lanes; however, all of these CMFs are rated as poor, meaning that extreme caution should be used in applying the CMFs from these studies to other locations. () NCHRP 00 suggests that the safety benefits of passing lanes are likely to result in total crash reductions of to 0 percent and may extend outside of the immediate area of the passing lane, similarly to how the operational benefits of passing lanes have been shown to extend for some distance downstream of the passing lane. () Nevertheless, according to NCHRP 00, this strategy is not considered proven because it has not been sufficiently evaluated. STUDY SITE The Sterling Highway is a two-lane highway on the Kenai Peninsula of Alaska that extends from the Seward Highway approximately 0 miles south to Homer, Alaska. The 0-mile section from Soldotna to Homer Hill (MP to MP ) has been nominated as a Highway Safety Improvement Program (HSIP) project by the Alaska Department of Transportation and Public Facilities (ADOTPF) due to a history of high-severity head-on collisions. The proposed TRB 0 Annual Meeting
6 Dunham, Bowie, and Kinney mitigation for this crash history is the installation of slow vehicle turnouts at locations. Currently, there are no existing passing lanes or officially designated slow vehicle turnouts on this section of highway. Slow vehicle turnouts are being promoted rather than passing lanes primarily due to the amount of budget immediately available and the length of highway that can be treated. There are also some topographic and environmental constraints in some areas. When funds are available, passing lanes are planned for the future. The annual average daily traffic (AADT) on the Sterling Highway in the study area varies from around,000 vehicles per day (vpd) at the north end of the segment to about,00 vpd at the south end of the segment; however, traffic volumes are very seasonal, with volumes peaking in the month of July at about 0 percent of AADT and dropping to 0 to 0 percent of AADT in December through February. () Based on the National Cooperative Highway Research Program (NCHRP) Report 00, volume : A Guide for Addressing Head-On Collisions, a total crash reduction factor of 0% was used for each turnout, assuming an upstream influence area of,000 feet and a downstream influence area of,000 feet. () Under these assumptions, the benefit-to-cost ratio that has been calculated for this project is 0.:. (0) In addition to the expected reduction in crashes, the proposed slow vehicle turnouts are likely to have a significant impact on operations. To understand the existing operations on the Sterling Highway in the study section, traffic volume and speed data was collected at three locations in the study area for a total of complete hour periods days in May and 0 days from the end of June to the beginning of July including Memorial Day (Monday, May, 0) and Independence Day (Wednesday, July, 0). Data was collected using continuous radar traffic data collectors that recorded time, speed, and length for vehicles traveling northbound and southbound separately. The radar traffic data collectors must be placed on vertical posts of adequate diameter to hold the weight of the data collector; therefore, sites with two-post signs were chosen as data collection sites. Site was located south of Anchor Point, Alaska and north of Homer, Alaska at approximately mile point on the Sterling Highway. The radar detector at this site was positioned on a road sign with inch diameter tube steel approximately feet above the road surface. The AADT for this site is 0 vehicles per day (vpd), with peak recorded summer traffic of 0 vpd. The site was located in a no passing zone, with the nearest passing zones being. miles to the north and 00 feet to the south. The speed characteristics of all vehicles with a time gap greater than seconds is shown in TABLE. Site was located north of Ninilchik and south of Clam Gulch, Alaska at approximately mile point on the Sterling Highway. The radar detector at this site was positioned on a road sign with inch diameter tube steel approximately feet above the road surface. The AADT for this site is vpd, with peak recorded summer traffic of vpd. The site was located in the middle of a passing zone approximately 00 feet in length. The speed characteristics of all vehicles with a time gap greater than seconds is shown in TABLE. Site was located north of Kasilof and south of Reflection Lake, Alaska at approximately mile point 0 on the Sterling Highway. The radar detector at this site was also positioned on a road sign with inch diameter tube steel approximately feet above the road surface. The AADT for this site is 0 vpd, with peak recorded summer traffic of vpd. The site was located in a no passing zone, with the nearest passing zones being 00 feet to the north and 0 feet to the south. The speed characteristics of all vehicles with a time gap greater than seconds is shown in TABLE. TRB 0 Annual Meeting
7 Dunham, Bowie, and Kinney 0 0 TABLE Speed Characteristics of Study Locations Study Location Speed Limit Median Speed th Percentile 0 MPH Pace (mph) (mph) Speed (mph) (mph) Site. 0. to Site.. to Site.. to Daily recorded volumes at the three sites varied from a minimum of 00 vehicles per day (vpd) in mid-may to 00 vpd the early part of July. Recorded hourly volumes varied from to vehicles per hour (vph). On weekends and holidays, traffic volumes peaked around midday, whereas on weekdays, traffic peaked between and pm. Vehicle classification was not collected as part of this study; however, vehicle classification data taken by a permanent traffic recorder within the study area reveals that the heavy vehicle percentage on this roadway is approximately 0%. () PLATOONING Prior to measuring the MOEs described above, it is necessary to develop criteria for determining whether or not any given vehicle is platooned. One such criteria is the time headway at or below which vehicles are assumed to be following each other, or the critical headway. Earlier versions of the HCM suggested that seconds should be used as the critical headway, but later versions shortened this distance and suggest that vehicles following each other with a -second headway or less should be considered to be in a platoon. Studies of vehicle platooning on two-lane highways use a variety of critical headway thresholds from to seconds. A study of platooning on signalized arterials suggested a method of finding the critical headway by plotting the coefficient of variance of platoon size for different values of critical headway and looking for an inflection point. () The researchers indicate the inflection point indicates stability of the measurement and suggest that this value be chosen as the critical headway for the definition of platooning. The coefficient of variance of platoon sizes is defined as the standard deviation of all of the platoon sizes given an assumed critical headway divided by the average platoon size at that assumed critical headway. FIGURE shows how coefficient of variation varies with critical headway for the data collected on the Sterling Highway. On the graph, an inflection point can clearly be seen at a critical headway of seconds. Based on this analysis, a critical headway of seconds was chosen. TRB 0 Annual Meeting
8 Dunham, Bowie, and Kinney Coefficient of Variation Site Site Site Critical Headway (s) FIGURE Change in coefficient of variation with critical headway. Vehicles that are considered to be following as defined by time headway are not necessarily impeded if the lead vehicle is traveling at a speed that is similar to the desired speed of the following vehicle. The methodology for determining percent impeded acknowledges this fact directly by developing the distribution of desired speeds and comparing that distribution to the speed of the slower vehicles (those leading a platoon). Two other methods for including desired speed were considered in this study. One possible method is to limit vehicles that are labeled as following to those that are traveling below the speed limit or another set speed threshold such as the th percentile speed. This method recognizes that vehicles that are traveling at a relatively high speed are unlikely to feel impeded. Another methodology for including speed in the definition of platooned vehicles is to look at the relative speeds between the lead and following vehicles. Vehicles that have been following for some time are likely to be closely following the lead vehicle in terms of both time head way and speed as they look for opportunities to pass. On the other hand, vehicles that have recently joined the queue and do not yet feel impeded are less likely to be closely matching the speed of the lead vehicle. A comparison was made between using only critical headway to define platooning, using th percentile speed in addition to critical headway to define platooning, and using a mph speed differential in addition to critical headway to define platooning. The difference in determination of percent following using these three methods was only to percent. Therefore, in the remainder of this study, critical headway alone was used to determine whether or not a vehicle was platooned for the purpose of calculating percent following. [Note that the methodology for determining percent impeded uses vehicle speed as a criterion for determining whether or not a vehicle is impeded and this calculation has a much larger effect.] TRB 0 Annual Meeting
9 Dunham, Bowie, and Kinney Existing Platooning Characteristics As described above, vehicle platooning was identified based on a critical time headway of seconds or less. Based on this definition, the distribution of platoon sizes and the percent following were calculated. Additionally, the percent impeded was calculated using the same time headway of seconds or less and using the desired speed distribution for each site to determine what percent of the following vehicles desired a higher speed than the lead vehicles. As can be seen in FIGURE, the majority of platoons contain or fewer vehicles, with only % of vehicles in platoons of or more vehicles and thus subject to the Alaska statute which requires the lead vehicle to pull into a turnout to allow other vehicles to pass. The percent following (defined as the percent of vehicles following another with a time headway of seconds or less) as it relates to hourly volume for each site is shown in FIGURE. As would be expected, the percent following increases as the hourly volume increases. In order to determine the percent impeded, it was necessary to develop the desired speed distributions for each site. The distribution of desired speeds includes only those vehicles who are not following another vehicle. This includes all platoon leaders and all vehicles that are not in a platoon. The distributions of desired speeds for each site are shown in FIGURE. As can be seen in the figure, each site has a distinct speed distribution curve; therefore, the percent impeded calculation for each site used the desired speed distribution particular to that site. The final piece of information needed to calculate the percent impeded is the average speed of slower vehicles. For each data collection hour, the average speed of platoon leaders (the slower vehicles) was compared to the distribution of desired speeds for that site to determine the probability of a vehicle traveling slower than the desired speed (P i ) for that hour. FIGURE shows two different sample calculations of P i for site at two different times of the day. The percent impeded (defined as the percentage of vehicles following another with a time headway of seconds or less at a speed less than their desired speed) as it relates to hourly volume for each site is shown in FIGURE. As with percent following, the percent impeded increases with hourly volume. Note that percent impeded is less than percent following. This is expected, as some vehicles that are following a lead vehicle may be comfortable in that position and may not desire to pass the lead vehicle. TRB 0 Annual Meeting
10 Dunham, Bowie, and Kinney 0 Frequency of vehicles with given platoon size Thousands 0 Site Site Site 0 0 > 0 Number of Vehicles in Platoon FIGURE Distribution of platoon size for each data collection site. Percent Following % 0% % 0% % 0% % 0% % Site Site Site 0% Hourly Volume (vehicles per hour) FIGURE Percent following by hourly volume for each data collection site. TRB 0 Annual Meeting
11 Dunham, Bowie, and Kinney % 0% Percent of Vehicles % % % % Site Site Site 0% 0000 Desired Speed (mph) FIGURE Distribution of desired speeds for each data collection site. FIGURE Sample calculation of P i for two different time periods at site. TRB 0 Annual Meeting
12 Dunham, Bowie, and Kinney % 0% Percent Impeded % 0% % Site Site Site 0 0 0% Hourly Volume (vehicles per hour) FIGURE Percent impeded by hourly volume for each data collection site. Estimated Effect of Slow Vehicle Turnouts When vehicles traveling in a platoon encounter a slow vehicle turnout, there are three possible results: The lead vehicle does not use the slow vehicle turnout. This results in no operational benefit due to the turnout, and no reduction in PI. The lead vehicle uses the slow vehicle turnout, freeing a following vehicle who desired to pass. This results in an operational benefit due to the turnout and can be seen as a reduction in PI. The lead vehicle uses the slow vehicle turnout, but the following vehicle was traveling at or near their desired speed and therefore had not been impeded. This results in no operational benefit due to the turnout, and no reduction in PI. Traffic performance is only improved when the following vehicle is being impeded and desires to pass, and the lead vehicle uses the slow vehicle turnout. Combining the equation for PI developed by Al-Kaisy and Freeman with the equation for reduction in percent following due to a slow vehicle turnout developed by Koorey, the following equation can be used to estimate the PI after a slow vehicle turnout. PI = P p P p ( e P p) P svt P i PI = percent impeded P p = the probability of a vehicle being in a platoon prior to the slow vehicle turnout (measured as the percent of vehicles following a lead vehicle at or below a certain time headway) P i = the probability of a vehicle traveling slower than the desired speed prior to the slow vehicle turnout P svt = the probability of the lead vehicle using the slow vehicle turnout In the research done by Koorey, the use of slow vehicle turnouts by platoon leaders was percent on average, with a range between 0 to 0 percent. FIGURE through FIGURE TRB 0 Annual Meeting
13 Dunham, Bowie, and Kinney show the resulting reduction in PI for the three sites studied on the Sterling Highway, using the range of values for P svt found in the Koorey study. Percent Impeded 0.00%.00%.00%.00%.00% 0.00%.00%.00%.00%.00% 0.00% Hourly Volumes (vehicles per hour) PI before SVT 0% Leaders use SVT % Leaders use SVT 0% Leaders use SVT FIGURE Estimation of change in PI due to presence of slow vehicle turnout for site. Percent Impeded 0.00%.00%.00%.00%.00% 0.00%.00%.00%.00%.00% 0.00% Hourly Volumes (vehicles per hour) PI before SVT 0% Leaders use SVT % Leaders use SVT 0% Leaders use SVT FIGURE Estimation of change in PI due to presence of slow vehicle turnout for site. TRB 0 Annual Meeting
14 Dunham, Bowie, and Kinney Percent Impeded 0.00%.00%.00%.00%.00% 0.00%.00%.00%.00%.00% 0.00% Hourly Volumes (vehicles per hour) 0 0 PI before SVT 0% Leaders use SVT % Leaders use SVT 0% Leaders use SVT FIGURE Estimation of change in PI due to presence of slow vehicle turnout for site. As can be seen in the figures, the slow vehicle turnout is expected to have a measurable effect on the operations of the highway, at least for a short distance downstream of the slow vehicle turnout location. CONCLUSIONS Previously published research on the platooning and passing characteristics of two-lane highways was drawn upon to determine the expected operational benefit of constructing slow vehicle turnouts on rural two-lane highways in Alaska. The measures of effectiveness used in the HCM are ATS (average travel speed) and PTSF (percent time spent following); however, it is difficult to directly measure PTSF on an existing roadway. A measurable parameter that has been linked to PTSF in previous research is PI (percent impeded). A number of parameters had to be estimated in order to determine the PI of existing sites on the Kenai Peninsula of Alaska. The critical headway for platooning was found by plotting the coefficient of variation of platoon sizes against a range of headway assumptions. The critical headway for the subject highway was found to be seconds. This value agrees with the value used in the HCM and other research. After PI was calculated for each of the existing sites, the expected reduction in PI due to the construction of a slow vehicle turnout was estimated using the technique employed by Koorey in New Zealand. The slow vehicle turnouts are expected to have a measurable effect on operations of the subject highways. FUTURE RESEARCH This paper models the desire for passing on two-lane highways using a simplified approach. In addition to the conditions stated in this paper, there may be other circumstances under which a following vehicle may desire to pass, even if they are traveling at their desired speed. One such TRB 0 Annual Meeting
15 Dunham, Bowie, and Kinney condition may be when the lead vehicle is larger than the following vehicle, especially if the lead vehicle is a truck or an RV. The following vehicle in this situation may desire to pass simply to improve their ability to see ahead or to allow for a change of scenery. After the slow vehicle turnouts are constructed, the researchers plan to collect additional data to determine the accuracy of the estimation performed in this paper. If vehicle classification data is also collected, the size of the lead vehicle could also be examined as a possible parameter in the model. REFERENCES ) Highway Capacity Manual 00, Transportation Research Board, 0. ) Brilon, W. and F. Weiser. Two-Lane Rural Highways: the German Experience. In Transportation Research Record: Journal of the Transportation Research Board, No., Transportation Research Board of the National Academies, Washington, D.C., 00, pp. -. ) Romana, M.G. and G. Lopez. Estimation of Percentage of Delayed Vehicles Based on Traffic Variables for Rural Highways. In Transportation Research Record: Journal of the Transportation Research Board, No., Transportation Research Board of the National Academies, Washington, D.C.,, pp. -. ) Munehiro, K., A. Takemoto, N. Takahashi, M. Watanabe, and M. Asano. Performance Evaluation for Rural + lane Highway in a Cold, Snowy Region. Presented at st Annual Meeting of the Transportation Research Board, Washington, D.C., 0. ) Al-Kaisy, A. and Z. Freedman. Estimating Performance of Two-Lane Highways: Case Study Validation of a New Methodology. In Transportation Research Record: Journal of the Transportation Research Board, No., Transportation Research Board of the National Academies, Washington, D.C., 00, pp. -. ) Koorey, Glen. Passing Opportunities at Slow-Vehicle Bays. In Journal of Transportation Engineering, Vol., No., American Society of Civil Engineers, New York NY, 00, pp. -. ) Crash Modification Factors Clearinghouse. U.S. Department of Transportation, Federal Highway Administration. Accessed July 0, 0. ) Neuman, T.R., R. Pfefer, K.L. Slack, H. McGee, F. Council. Volume : A Guide for Addressing Head-On Collisions. In Guidance for Implementation of the AASHTO Strategic Highway Safety Plan, NCHRP Report 00, National Cooperative Highway Research Program, Washington, D.C., 00. ) Annual Traffic Volume Report: Central Region. Alaska Department of Transportation and Public Facilities, 00. 0) FFY0 Highway Safety Improvement Program Candidate Description. Alaska Department of Transportation and Public Facilities Central Region Traffic and Safety Section, 0. ) Jiang, Y., S. Li, D.E. Shamo. Development of Vehicle Platoon Distribution Models and Simulation of Platoon Movements on Indian Rural Corridors. Publication FHWA/IN/JTRP-00/. Joint Transportation Research Program, Indiana Department of Transportation and Purdue University, West Lafayette, Indiana, 00. TRB 0 Annual Meeting
Access 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 informationT R A N S P O R T A T I O N M E M O R A N D U M
WILKINSON LLC t raffic engineering and t ransportation p lanning 3405 Harbor Way Fort Collins, CO 80524 phone: 970-988-0143 fax: 970-472-0223 martinawilkinson@msn.com T R A N S P O R T A T I O N M E M
More informationUpdated Roundabout Analysis Methodology
Updated Roundabout Analysis Methodology In 1998, the Transportation Planning Analysis Unit (TPAU) working as part of the Roundabout Task Group selected the interim roundabout methodologies of the SIDRA
More informationA Traffic Operations Method for Assessing Automobile and Bicycle Shared Roadways
A Traffic Operations Method for Assessing Automobile and Bicycle Shared Roadways A Thesis Proposal By James A. Robertson Submitted to the Office of Graduate Studies Texas A&M University in partial fulfillment
More informationTRANSPORTATION ANALYSIS REPORT US Route 6 Huron, Erie County, Ohio
TRANSPORTATION ANALYSIS REPORT US Route 6 Huron, Erie County, Ohio December 12, 2012 Prepared for: The City of Huron 417 Main Huron, OH 44839 Providing Practical Experience Technical Excellence and Client
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 informationTruck Climbing Lane Traffic Justification Report
ROUTE 7 (HARRY BYRD HIGHWAY) WESTBOUND FROM WEST MARKET STREET TO ROUTE 9 (CHARLES TOWN PIKE) Truck Climbing Lane Traffic Justification Report Project No. 6007-053-133, P 101 Ι UPC No. 58599 Prepared by:
More informationAn Analysis of Reducing Pedestrian-Walking-Speed Impacts on Intersection Traffic MOEs
An Analysis of Reducing Pedestrian-Walking-Speed Impacts on Intersection Traffic MOEs A Thesis Proposal By XIAOHAN LI Submitted to the Office of Graduate Studies of Texas A&M University In partial fulfillment
More informationRoundabouts along Rural Arterials in South Africa
Krogscheepers & Watters 0 0 Word count: 00 text + figures = 0 equivalent words including Title and Abstract. Roundabouts along Rural Arterials in South Africa Prepared for: rd Annual Meeting of Transportation
More informationGuidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation Projects
Guidelines for Integrating Safety and Cost-Effectiveness into Resurfacing, Restoration, and Rehabilitation Projects NCHRP Project 15-50 July 2017 1 Research Objective Develop guidelines for safe and cost-effective
More informationPerformance Measures on Two-Lane Highways: Survey of Practice
Performance Measures on Two-Lane Highways: Survey of Practice Ahmed Al-Kaisy, PhD, PE, Professor* Department of Civil Engineering Montana State University 213 Cobleigh Hall, Bozeman, MT 59717 Phone: (406)
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 informationEffects of Traffic Signal Retiming on Safety. Peter J. Yauch, P.E., PTOE Program Manager, TSM&O Albeck Gerken, Inc.
Effects of Traffic Signal Retiming on Safety Peter J. Yauch, P.E., PTOE Program Manager, TSM&O Albeck Gerken, Inc. Introduction It has long been recognized that traffic signal timing can have an impact
More informationappendix b BLOS: Bicycle Level of Service B.1 Background B.2 Bicycle Level of Service Model Winston-Salem Urban Area
appendix b BLOS: B.1 Background Winston-Salem Urban Area Bicycle Level of Service Level of Service (LOS) is a framework that transportation professionals use to describe existing conditions (or suitability)
More informationEFFICIENCY OF TRIPLE LEFT-TURN LANES AT SIGNALIZED INTERSECTIONS
EFFICIENCY OF TRIPLE LEFT-TURN LANES AT SIGNALIZED INTERSECTIONS Khaled Shaaban, Ph.D., P.E., PTOE (a) (a) Assistant Professor, Department of Civil Engineering, Qatar University (a) kshaaban@qu.edu.qa
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 informationChapter 4 Traffic Analysis
Chapter 4 Traffic Analysis PURPOSE The traffic analysis component of the K-68 Corridor Management Plan incorporates information on the existing transportation network, such as traffic volumes and intersection
More informationChapter Twenty-eight SIGHT DISTANCE BUREAU OF LOCAL ROADS AND STREETS MANUAL
Chapter Twenty-eight SIGHT DISTANCE BUREAU OF LOCAL ROADS AND STREETS MANUAL Jan 2006 SIGHT DISTANCE 28(i) Chapter Twenty-eight SIGHT DISTANCE Table of Contents Section Page 28-1 STOPPING SIGHT DISTANCE
More informationBASIC FREEWAY CAPACITY STUDIES Definitions
Definitions A freeway is a divided highway facility having two or more lanes in each direction for the exclusive use of traffic with full control of access and egress. Freeway is the only facility that
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 informationHEADWAY AND SAFETY ANALYSIS OF SPEED LAW ENFORCEMENT TECHNIQUES IN HIGHWAY WORK ZONES
HEADWAY AND SAFETY ANALYSIS OF SPEED LAW ENFORCEMENT TECHNIQUES IN HIGHWAY WORK ZONES Ming-Heng Wang*, Ph.D. Post Doctoral Researcher Transportation Research Institute The University of Kansas 2160 Learned
More information3 ROADWAYS 3.1 CMS ROADWAY NETWORK 3.2 TRAVEL-TIME-BASED PERFORMANCE MEASURES Roadway Travel Time Measures
ROADWAYS Approximately 6 million trips are made in the Boston metropolitan region every day. The vast majority of these trips (80 to percent, depending on trip type) involve the use of the roadway network
More informationExam 2. Two-Lane Highway Capacity and LOS Analysis. Two-lane Highway Characteristics. LOS Considerations 10/24/2009
Two-Lane Highway Capacity and LOS Analysis CE322 Transportation Engineering Ahmed Abdel-Rahim, Ph.D., P.E. Exam 2 Wednesday 10/28/2009 No class Monday 10/24/2009 Open-Book Open notes Exam 6 Problems Traffic
More informationDriveway Design Criteria
Design Manual Chapter 5 - Roadway Design 5L - Access Management 5L-4 Driveway Design Criteria A. General For efficient and safe operations, access drives and minor public street intersections can be improved
More informationINVESTIGATION OF FACTORS AFFECTING CAPACITY AT RURAL FREEWAY WORK ZONES
Paper No. 01-2196 INVESTIGATION OF FACTORS AFFECTING CAPACITY AT RURAL FREEWAY WORK ZONES by Shyam Venugopal Graduate Research Assistant venugops@ecn.purdue.edu (765) 494-7381 and Dr. Andrzej Tarko Associate
More informationKDOT Access Management Policy (AMP)
KDOT Access Management Policy (AMP) (January 2013 Edition) Errata KDOT intends to correct these errors during the next revision to the Policy. Corrections are denoted in red text with a solid line through
More informationPerformance-Based Approaches for Geometric Design of Roads. Douglas W. Harwood MRIGlobal 3 November 2014
Performance-Based Approaches for Geometric Design of Roads Douglas W. Harwood MRIGlobal 3 November 2014 Traditional Approaches to Highway Geometric Design Based on established geometric design criteria
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 informationHighway Capacity and LOS. Reading Assignment: pgs
Highway Capacity and LOS Reading Assignment: pgs. 170-200 We know from the previous section that traffic flows fairly well when Demand < Capacity. However, when demand approaches capacity, we begin to
More informationTHE FUTURE OF THE TxDOT ROADWAY DESIGN MANUAL
THE FUTURE OF THE TXDOT ROADWAY DESIGN MANUAL Kenneth Mora, P.E. (Design Division) 10/10/2017 Table of contents 1 2 Reduction in FHWA design controlling criteria Innovative Intersection Guidance 3-7 8-42
More informationDesign of Turn Lane Guidelines
Design of Turn Lane Guidelines CTS Transportation Research Conference May 24, 2012 Howard Preston, PE Minnesota Department of Transportation Research Services Office of Policy Analysis, Research & Innovation
More informationANALYSIS OF SIGNALISED INTERSECTIONS ACCORDING TO THE HIGHWAY CAPACITY MANUAL FROM THE POINT OF VIEW OF THE PROCESSES APPLIED IN HUNGARY
2nd Int. Symposium in Civil Engineering 1998 Budapest ANALYSIS OF SIGNALISED INTERSECTIONS ACCORDING TO THE HIGHWAY CAPACITY MANUAL FROM THE POINT OF VIEW OF THE PROCESSES APPLIED IN HUNGARY István Styevola
More informationJournal of Emerging Trends in Computing and Information Sciences
A Study on Methods to Calculate the Coefficient of Variance in Daily Traffic According to the Change in Hourly Traffic Volume Jung-Ah Ha Research Specialist, Korea Institute of Construction Technology,
More informationMEASURING PASSENGER CAR EQUIVALENTS (PCE) FOR LARGE VEHICLES AT SIGNALIZED INTERSECTIONS
MEASURING PASSENGER CAR EQUIVALENTS (PCE) FOR LARGE VEHICLES AT SIGNALIZED INTERSECTIONS Md. Mizanur RAHMAN Doctoral Student Graduate School of Engineering Department of Civil Engineering Yokohama National
More informationExisting Conditions. Date: April 16 th, Dan Holderness; Coralville City Engineer Scott Larson; Coralville Assistant City Engineer
Date: April 16 th, 2015 To: From: Re: Dan Holderness; Coralville City Engineer Scott Larson; Coralville Assistant City Engineer Darian Nagle-Gamm, Traffic Engineering Planner Highway 6 (2 nd Street) /
More informationTraffic Impact Analysis Walton Acres at Riverwood Athletic Club Clayton, NC
Traffic Impact Analysis Walton Acres at Riverwood Athletic Club Clayton, NC 1. TABLE OF CONTENTS INTRODUCTION...1 1.1. Site Location and Study Area...1 1.2. Proposed Land Use and Site Access...2 1.3.
More informationSafety Assessment of Installing Traffic Signals at High-Speed Expressway Intersections
Safety Assessment of Installing Traffic Signals at High-Speed Expressway Intersections Todd Knox Center for Transportation Research and Education Iowa State University 2901 South Loop Drive, Suite 3100
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 informationGUIDELINES FOR USING DECISION SIGHT DISTANCE AT IGNALIZED INTERSECTIONS NEAR VERTICAL CURVES
1. Report No. FHWA/TX-05/0-4084-P2 4. Title and Subtitle 2. Government Accession No. 3. Recipient's Catalog No. GUIDELINES FOR USING DECISION SIGHT DISTANCE AT IGNALIZED INTERSECTIONS NEAR VERTICAL CURVES
More informationFollowing Status and Percent Followers on Two-Lane Two-Way Highways: Empirical Investigation
1 2 Following Status and Percent Followers on Two-Lane Two-Way Highways: Empirical Investigation 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Ahmed Al-Kaisy, PhD, PE, Professor*
More informationDevelopment of Professional Driver Adjustment Factors for the Capacity Analysis of Signalized Intersections
TECHNICAL NOTES Development of Professional Driver Adjustment Factors for the Capacity Analysis of Signalized Intersections M. Mizanur Rahman 1 ; Tanweer Hasan 2 ; and Fumihiko Nakamura 3 Abstract: Various
More informationBasic Freeways and Multilane Highways (LOS) CIVL 4162/6162
Basic Freeways and Multilane Highways (LOS) CIVL 4162/6162 Learning Objectives Define uninterrupted facilities Determine LOS of Basic freeway segments Multilane highways Uninterrupted Flow Facilities Pure
More informationAppendix B: Forecasting and Traffic Operations Analysis Framework Document
Existing Conditions Report - Appendix Appendix B: Forecasting and Traffic Operations Analysis Framework Document This document defines the methodology and assumptions that will be used in the traffic forecasting
More informationDefining Purpose and Need
Advanced Design Flexibility Pilot Workshop Session 4 Jack Broz, PE, HR Green May 5-6, 2010 Defining Purpose and Need In your agency s project development process, when do design engineers typically get
More informationTHE INSTALLATION OF PRE-SIGNALS AT RAILROAD GRADE CROSSINGS
THE INSTALLATION OF PRE-SIGNALS AT RAILROAD GRADE CROSSINGS Lisa D. Sherman, Kenneth J. Petraglia, P.E. INTRODUCTION Each signalized intersection adjacent to a highway-rail grade crossing presents the
More informationCE576: Highway Design and Traffic Safety
CE576: Highway Design and Traffic Safety Predicting Crash Frequency for Two-Lane Rural Highway Segments Cross Sectional Elements Ahmed Abdel-Rahim, Ph.D., P.E. Civil Engineering Department University of
More informationBay to Bay Boulevard Complete Streets Project
Bay to Bay Boulevard Complete Streets Project Dale Mabry Highway to Bayshore Boulevard February 08, 2018 Photo Source: Tampa Bay Times Alessandra Da Pra Meeting Format Introduction Resurfacing Information
More informationComplete Street Analysis of a Road Diet: Orange Grove Boulevard, Pasadena, CA
Complete Street Analysis of a Road Diet: Orange Grove Boulevard, Pasadena, CA Aaron Elias, Bill Cisco Abstract As part of evaluating the feasibility of a road diet on Orange Grove Boulevard in Pasadena,
More informationSubject: Solberg Avenue / I-229 Grade Separation: Traffic Analysis
MEMORANDUM Transportation Bill Troe, AICP Jason Carbee, AICP 12120 Shamrock Plaza Suite 300 Omaha, NE 68154 (402) 334-8181 (402) 334-1984 (Fax) To: Project File Date: Subject: Solberg Avenue / I-229 Grade
More informationIntersection of Massachusetts Avenue and Maple Street in Lexington Signalized Intersection and Roundabout Comparison
Intersection of Massachusetts Avenue and Maple Street in Lexington Signalized Intersection and Roundabout Comparison Michael Wallwork, Roundabout Expert, Orange Park, Florida Tom Bertulis (MS, PE, PTOE),
More informationSaturation Flow Rate, Start-Up Lost Time, and Capacity for Bicycles at Signalized Intersections
Transportation Research Record 1852 105 Paper No. 03-4180 Saturation Flow Rate, Start-Up Lost Time, and Capacity for Bicycles at Signalized Intersections Winai Raksuntorn and Sarosh I. Khan A review of
More informationHIGHWAY CONCEPTS. Highway Capacity Manual 2000 CHAPTER 12 CONTENTS
CHAPTER 12 HIGHWAY CONCEPTS CONTENTS I. INTRODUCTION...12-1 II. MULTILANE HIGHWAYS...12-1 Multilane Highway Capacity...12-2 Free-Flow Speed...12-2 Relationships Between Highway Types...12-3 Speed-Flow
More informationAssessing Level of Service for Highways in a New Metropolitan City
Assessing Level of Service for Highways in a New Metropolitan City Ganesh Pawar Civil Engineering Department G. H. Raisoni College of Engineering Nagpur, India,4416 Dr. Bhalachandra Khode Civil Engineering
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 informationFORM A PASCO COUNTY ACCESS CONNECTION PERMIT APPLICATION
FORM 901.3.A PASCO COUNTY ACCESS CONNECTION PERMIT APPLICATION The following information is required from all applicants directly or indirectly accessing any collector or arterial road or as otherwise
More informationSafety Impacts: Presentation Overview
Safety Impacts: Presentation Overview The #1 Theme How Access Management Improves Safety Conflict Points The Science of Access Management By Treatment Studies Themes for Texas Access Management Improve
More informationAlberta Highway 881. Corridor Management Plan. Session Forum 1 - Highways. Tri-Party Transportation Conference Moving Alberta Into the Future
Tri-Party Transportation Conference Moving Alberta Into the Future Alberta Highway 881 Corridor Management Plan Lac La Biche to Anzac Session Forum 1 - Highways March 2017 INTRODUCTION + 241 km long, 2
More informationGeometric Design, Speed, and Safety
Portland State University PDXScholar TREC Friday Seminar Series Transportation Research and Education Center (TREC) 4-10-2015 Geometric Design, Speed, and Safety Richard J. Porter University of Utah Let
More informationDESIGN BULLETIN #66/2010
DESIGN BULLETIN #66/2010 Highway Geometric Design Guide Chapter B, Climbing Lane Warrants for Two Lane Undivided and Four Lane Divided Highways - Revised Summary This Design Bulletin is being issued as
More informationParks Highway: MP Lucus Road to Big Lake Road
2 Purpose and Need 2.1 Corridor History The Parks Highway is a 324-mile long Rural Interstate Highway that extends from its intersection with the Glenn Highway north to Fairbanks, Alaska. The Parks Highway
More information2009 PE Review Course Traffic! Part 1: HCM. Shawn Leight, P.E., PTOE, PTP Crawford Bunte Brammeier Washington University
2009 PE Review Course Traffic! Part 1: HCM Shawn Leight, P.E., PTOE, PTP Crawford Bunte Brammeier Washington University sleight@cbbtraffic.com Topic Areas Highway Capacity Manual Highway Capacity Analysis
More informationEXAMINING THE EFFECT OF HEAVY VEHICLES DURING CONGESTION USING PASSENGER CAR EQUIVALENTS
EXAMINING THE EFFECT OF HEAVY VEHICLES DURING CONGESTION USING PASSENGER CAR EQUIVALENTS Ahmed Al-Kaisy 1 and Younghan Jung 2 1 Department of Civil Engineering, Montana State University PO Box 173900,
More informationPhase I-II of the Minnesota Highway Safety Manual Calibration. 1. Scope of Calibration
TECHNICAL MEMORANDUM Phase I-II of the Minnesota Highway Safety Manual Calibration PREPARED FOR: PREPARED BY: Minnesota Department of Transportation Richard Storm, CH2M HILL Veronica Richfield, CH2M HILL
More informationAPPENDIX S REVISED PAGES OF THE SUPPLEMENTAL TRAFFIC IMPACT ANALYSIS
APPENDIX S REVISED PAGES OF THE SUPPLEMENTAL TRAFFIC IMPACT ANALYSIS The capacity of the toll plaza was estimated based on data from numerous studies as well as traffic counts conducted at the toll plaza
More informationAbstract. Background. protected/permissive operation. Source: Google Streetview, Fairview/Orchard intersection
ITE 2015 Western District Annual Meeting Ada County Highway District s Flashing Yellow Arrow Initiative Primary Author: Tim Curns, PE Ada County Highway District Traffic Engineer Author: Andrew Cibor,
More informationIntersection LOS Intersection level of service (LOS) is defined by the Highway Capacity Manual (HCM) by the following criteria:
Page 2 of 9 Intersection LOS Intersection level of service (LOS) is defined by the Highway Capacity Manual (HCM) by the following criteria: Table 1 LOS Definitions Level of Signalized Un-Signalized Definition
More informationModern Roundabouts: a guide for application
Modern Roundabouts: a guide for application Kentucky Community Transportation Innovation Academy 2005 The contents of this booklet reflect the views of the authors who are responsible for the facts and
More information4/27/2016. Introduction
EVALUATING THE SAFETY EFFECTS OF INTERSECTION SAFETY DEVICES AND MOBILE PHOTO ENFORCEMENT AT THE CITY OF EDMONTON Karim El Basyouny PhD., Laura Contini M.Sc. & Ran Li, M.Sc. City of Edmonton Office of
More informationTRAFFIC SIGNAL WARRANT STUDY
TRAFFIC SIGNAL WARRANT STUDY 5 th STREET & ENCHANTED PINES DRIVE JANUARY 2013 TRAFFIC OPERATIONS ENGINEERING SERVICES/PUBLIC WORKS DEPARTMENT TABLE OF CONTENTS INTERSECTION LOCATION MAP ii INTRODUCTION
More informationEvaluating the Design Safety of Highway Structural Supports
Evaluating the Design Safety of Highway Structural Supports by Fouad H. Fouad and Elizabeth A. Calvert Department of Civil and Environmental Engineering The University of Alabama at Birmingham Birmingham,
More informationRelationships Between Operational and Safety Considerations in Geometric Design Improvements
TRANSPORTATION RESEARCH RECORD 1512 Relationships Between Operational and Safety Considerations in Geometric Design Improvements DOUGLAS W. HARWOOD Traffic operations have an important influence on safety.
More informationChapter 5 DATA COLLECTION FOR TRANSPORTATION SAFETY STUDIES
Chapter 5 DATA COLLECTION FOR TRANSPORTATION SAFETY STUDIES 5.1 PURPOSE (1) The purpose of the Traffic Safety Studies chapter is to provide guidance on the data collection requirements for conducting a
More informationTRAFFIC IMPACT STUDY And A TRAFFIC SIGNAL WARRANT ANALYSIS FOR A SENIOR LIVING AND APARTMENT DEVELOPMENT
TRAFFIC IMPACT STUDY And A TRAFFIC SIGNAL WARRANT ANALYSIS FOR A SENIOR LIVING AND APARTMENT DEVELOPMENT DEERFIELD TOWNSHIP, WARREN COUNTY, OHIO Nantucket Circle and Montgomery Road () Prepared for: ODLE
More informationVolume-to-Capacity Estimation of Signalized Road Networks for Metropolitan Transportation Planning
Volume-to-Capacity Estimation of Signalized Road Networks for Metropolitan Transportation Planning Hao Xu (Corresponding Author) Research Associate Department of Civil & Environmental Engineering Texas
More informationCrash Data Analysis for Converting 4-lane Roadway to 5-lane Roadway in Urban Areas
Crash Data Analysis for Converting 4-lane Roadway to 5-lane Roadway in Urban Areas Xiaoduan Sun, University of Louisiana at Lafayette Nicholas P. Fruge, LADOTD District 3 Subasish Das, University of Louisiana
More informationPREDICTING THE PERFORMANCE OF AUTOMOBILE TRAFFIC ON URBAN STREETS
Project No. 3-79 Copy No. B PREDICTING THE PERFORMANCE OF AUTOMOBILE TRAFFIC ON URBAN STREETS FINAL REPORT Prepared For National Cooperative Highway Research Program Transportation Research Board of The
More informationCity of Wayzata Comprehensive Plan 2030 Transportation Chapter: Appendix A
A1. Functional Classification Table A-1 illustrates the Metropolitan Council s detailed criteria established for the functional classification of roadways within the Twin Cities Metropolitan Area. Table
More informationCrash Analysis of I-64 Closure in St. Louis County
Report # MATC-MST: 341 Final Report 25-1121-0001-341 Crash Analysis of I-64 Closure in St. Louis County Ghulam H. Bham, Ph.D. Professor Department of Civil, Architectural, and Environmental Engineering
More informationCorridor Studies. LA 415 and LA 73
Corridor Studies LA 415 and LA 73 Project Approach for Both Corridors 1. Data Collection 2. Data Summary 3. Traffic Analysis 4. Micro-Simulation modeling 5. Generation of alternatives 6. Modeling alternatives
More informationThe Effect of Pavement Marking on Speed. Reduction in Exclusive Motorcycle Lane. in Malaysia
Contemporary Engineering Sciences, Vol. 3, 2010, no. 3, 149-155 The Effect of Pavement Marking on Speed Reduction in Exclusive Motorcycle Lane in Malaysia Seyed Farzin Faezi PhD student in highway and
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 informationMEASURING CONTROL DELAY AT SIGNALIZED INTERSECTIONS: CASE STUDY FROM SOHAG, EGYPT
MEASURING CONTROL DELAY AT SIGNALIZED INTERSECTIONS: CASE STUDY FROM SOHAG, EGYPT Ibrahim H. Hashim 1, Talaat A. Abdel-Wahed 2 and Ahmed M. Mandor 3 1 Associate Prof., Civil Eng. Dept., Faculty of Engineering,
More informationPotential Factors Affecting Roadway Departure Crashes in Oahu, Hawaii
Potential Factors Affecting Roadway Departure Crashes in Oahu, Hawaii Pasha Hashemi (1), Adrian Ricardo Archilla(2) (1)Graduate Research Assistant, Department of Civil and Environmental Engineering, University
More informationAccess Management Regulations and Standards
Access Management Regulations and Standards January 2014 Efficient highway operation Reasonable property access Concept of Access Management The way to manage access to land development while preserving
More informationExamination of the Effect of Driver Population at Freeway Reconstruction Zones
Al-Kaisy & Hall 2 Examination of the Effect of Driver Population at Freeway Reconstruction Zones Ahmed Al-Kaisy and Fred Hall ABSTRACT This paper presents an investigation into the effect of the driver
More informationExamining Potential Travel Time Savings Benefits due to Toll Rates that Vary By Lane
1 Examining Potential Savings Benefits due to Toll Rates that Vary By Lane Negin Alemazkoor Graduate Student Zachry Department of Civil Engineering Texas A&M University n-alemazkoor@tti.tamu.edu Mark Burris,
More informationI-95 Northbound at US 1 (Exit 126) Design and Study Final Report
I-95 Northbound at US 1 (Exit 126) Design and Study Final Report July 2018 Prepared by: Prepared for: TABLE OF CONTENTS 1 Introduction... 1 Study Area Limits... 1 Purpose and Need of the Study... 1 Safety
More informationTraffic Parameter Methods for Surrogate Safety Comparative Study of Three Non-Intrusive Sensor Technologies
Traffic Parameter Methods for Surrogate Safety Comparative Study of Three Non-Intrusive Sensor Technologies CARSP 2015 Collision Prediction and Prevention Approaches Joshua Stipancic 2/32 Acknowledgements
More informationDescription of Road Management Objectives, Existing Use, and Proposed Use:
Engineering Report White River National Forest Eagle-Holy Cross Ranger District Analysis of Road # 700 Red Sandstone Road for Motorized Mixed Use Designation Page 1 of 12 Forest: White River District:
More informationRecommended Roadway Plan Section 2 - Land Development and Roadway Access
Recommended Roadway Plan Section 2 - Land Development and Roadway Access SECTION 2 Land Development and Roadway Access 2.1 Land Use and Access Management The Federal Highway Administration (FHWA) defines
More informationMultimodal Arterial Level of Service
Multimodal Arterial Level of Service DOUGLAS S. MCLEOD Florida Department of Transportation, USA ABSTRACT The concept of quality of service from a user perspective of a transportation facility or service
More informationUsing SHRP 2 s NDS Video Data to Evaluate the Impact of Offset Left-Turn Lanes on Gap Acceptance Behavior Karin M. Bauer & Jessica M.
Using SHRP 2 s NDS Video Data to Evaluate the Impact of Offset Left-Turn Lanes on Gap Acceptance Behavior Karin M. Bauer & Jessica M. Hutton 4 th International Symposium on Naturalistic Driving Research
More informationIntroduction 4/28/ th International Conference on Urban Traffic Safety April 25-28, 2016 EDMONTON, ALBERTA, CANADA
4/28/2016 EVALUATING THE SAFETY EFFECTS OF INTERSECTION SAFETY DEVICES AND MOBILE PHOTO ENFORCEMENT AT THE CITY OF EDMONTON Karim El Basyouny PhD., Laura Contini M.Sc. & Ran Li, M.Sc. City of Edmonton
More informationAnalysis of the Interrelationship Among Traffic Flow Conditions, Driving Behavior, and Degree of Driver s Satisfaction on Rural Motorways
Analysis of the Interrelationship Among Traffic Flow Conditions, Driving Behavior, and Degree of Driver s Satisfaction on Rural Motorways HIDEKI NAKAMURA Associate Professor, Nagoya University, Department
More informationRoad Conversion Study Plumas Street
Plumas Street Phase I Submitted to The Regional Transportation Commission of Washoe County Submitted by Zong Tian, Ph.D., P.E. Saeedeh Farivar Haiyuan Li, Ph.D. Center for Advanced Transportation Education
More informationAddressing Deficiencies HCM Bike Level of Service Model for Arterial Roadways
Petritsch, et al 1 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 Addressing Deficiencies HCM Bike Level of Service Model for Arterial Roadways Submitted July 31, 2013 Word
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 informationMemorandum 1. INTRODUCTION. To: Cc: From: Denise Marshall Northumberland County
255 Adelaide Street West Toronto, ON M5H 1X9 www.hdrinc.com File: 4.0 Memorandum To: Cc: From: Denise Marshall Northumberland County Tony Reitmeier HDR Guinevere Ngau HDR Andrew O Connor HDR Date: August
More informationHEADWAY DISTRIBUTION OF TRAFFIC PLATOON IN URBAN ROAD, CASE STUDY : PADANG CITY
HEADWAY DISTRIBUTION OF TRAFFIC PLATOON IN URBAN ROAD, CASE STUDY : PADANG CITY Purnawan Department of Civil Engineering University of Andalas Padang purnawan@gmail.com Tian Adilla Department of Civil
More informationTRAFFIC SIGNAL WARRANT SUMMARY
Level 1. Is the critical speed of major street traffic > 7 km/h (4 mph)? Yes No 2. Is the intersection in a built-up area of isolated community of
More information