Relevant bibliographies by topics / Interchanges and intersection

Academic literature on the topic 'Interchanges and intersection'

Author: Grafiati
Published: 10 December 2022
Last updated: 29 January 2023

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Journal articles on the topic "Interchanges and intersection"

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Sutherland, Larry F., Daniel J. Cook, and Karen K. Dixon. "Operational Effects of the Displaced Partial Cloverleaf Interchange." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 17 (August 23, 2018): 108–19. http://dx.doi.org/10.1177/0361198118792755.

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As the roadway infrastructure in the United States evolves, transportation agencies continue to seek effective interchange alternatives that can accommodate site-specific needs, such as high through and turning volumes, or optimized traffic signal operations (by minimizing the number of traffic signal phases). In recent years, innovative interchanges such as the diverging diamond have enabled transportation agencies to explore unique designs compatible with their specific needs. This paper introduces a new innovative interchange, known as a displaced partial cloverleaf (DPC) interchange. This unique interchange is characterized by a single intersection, six free-flow movements, only four movements controlled by the solitary traffic signal, an intersection location that can be shifted, and only 12 conflict points. The flexible intersection location can help an agency improve corridor progression, eliminate conflicting queues from nearby intersections, or enhance/maintain the bridge structure without compromising the intersection operations. A microsimulation study was conducted to compare the operational performance of a DPC interchange to that of a four-quadrant type B partial cloverleaf (PARCLO B-4Q) interchange, which is very similar in layout to a DPC interchange. Results show significant decreases in experienced travel time for left-turning vehicles with the DPC. The DPC interchange is recommended as an alternative option for interchanges with very heavy left-turning onramp demand in combination with heavy crossroad demand.
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Korfant, Matúš, Ján Palúch, and Alica Kalašová. "A diverging diamond interchange (DDI) in conditions of road network in Slovakia." Transport and Communications 5, no. 1 (2017): 1–4. http://dx.doi.org/10.26552/tac.c.2017.1.1.

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This article focuses on the comparison of the current uncontrolled intersection and the new type of intersection. To obtain the most accurate results the intersection is simulated in the Aimsun software. The intersection is situated in Bratislava. It is formed by exits and entrances to the highway D2. The new type of the intersection is denoted as a Diverging diamond interchange (DDI) which increases the safety and fluency of the road traffic. It is most used in the interchanges.
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Mendekeev, R. A., T. O. Imanaliev, and N. T. Imanaliev. "ROAD INTERCHANGES, PROSPECTS FOR THEIR APPLICATION IN THE ROAD NETWORK OF BISHKEK CITY." Herald of KSUCTA n a N Isanov, no. 2-2-2022 (April 30, 2022): 583–92. http://dx.doi.org/10.35803/1694-5298.2022.2.583-592.

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The article provides a brief overview of the types of road junctions at different levels of intersection, their brief classification is proposed. The problematic intersections of the streets of Bishkek, where traffic jams are frequent, and similar transport interchanges are used in them, are considered. Preliminary recommendations are given to eliminate traffic jams at intersections using schemes of transport interchanges and other structures.
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Eyler, Dennis R. "Arterial Interchange." Transportation Research Record: Journal of the Transportation Research Board 1912, no. 1 (January 2005): 65–71. http://dx.doi.org/10.1177/0361198105191200108.

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A family of interchange designs has been developed for arterial roadways that will not become freeways. These designs are compact and inexpensive. A critical feature that makes the designs unsuitable for freeways is that each roadway would have at-grade intersections. Called arterial interchanges, these designs are needed because traffic growth has caused the major intersections on many arterial roadways to reach capacity. Those intersections often have three through lanes and double left-turn lanes, and now triple left-turn lanes are in use. Large intersections are a problem for pedestrians and for signal control. These large intersections experience high crash rates and traffic delays. The limits for at-grade intersections have been reached. What is next if traffic grows? Conversion to a freeway is the traditional solution, but this is expensive, time-consuming, and often opposed. Adding through lanes is also expensive and an inefficient way to increase the capacity of a few intersections. Often, congestion at only one intersection controls the capacity of a corridor. If a freeway interchange design is used, new problems are created, including weaving, loss of access, and added right of way. The arterial interchange concept, if used along an entire corridor, will create a new type of arterial roadway that will provide 75% of the benefits of a freeway with only 50% of the impact. The arterial interchanges were analyzed with the use of traffic simulation (VISSIM), and those results, along with the estimated construction costs, are presented.
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Li, Zhixia, Madhav V. Chitturi, Andrea R. Bill, and David A. Noyce. "Operational Evaluation of Two-Lane Roundabouts at Freeway Ramp Terminals: Comparison Between Roundabout and Signalized Interchanges." Transportation Research Record: Journal of the Transportation Research Board 2637, no. 1 (January 2017): 99–113. http://dx.doi.org/10.3141/2637-12.

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In the United States, roundabouts have recently been constructed to replace signalized intersections at freeway ramp terminals as both a safety and an operational treatment. In practice, this treatment is in need of guidelines specifying conditions when the roundabout or signalized intersection is more appropriate to assist practitioners in deciding which alternative to choose. In particular, research providing a comprehensive operational comparison between roundabouts and signalized interchanges is lacking. The current research—though a strictly calibrated microscopic simulation platform—analyzes and models the control delay at double-lane roundabouts and signalized interchanges. Both roundabouts and signalized interchanges were modeled in a Vissim simulation platform. Capacity at each roundabout entrance was calibrated and validated separately for passenger cars and heavy vehicles, since both vehicle types have different critical and follow-up headways. The design of the simulation experiments covered 2,880 different scenarios for roundabouts and signalized interchanges with varying ramp and arterial volumes, ramp spacing, and heavy-vehicle percentages. From the simulation results, control delay and level of service of the off-ramp and arterial approaches of roundabouts and signalized diamond interchanges were modeled and compared. Ultimately, guidelines for the selection between double-lane roundabouts and signalized interchanges were developed and presented in the form of look-up tables. These tables provide an easy-to-use tool for practitioners to determine the appropriate double-lane interchange to install under specific combinations of traffic demand, heavy-vehicle percentage, and ramp spacing conditions.
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Hunter, Michael, Angshuman Guin, James Anderson, and Sung Jun Park. "Operating Performance of Diverging Diamond Interchanges." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (June 19, 2019): 801–12. http://dx.doi.org/10.1177/0361198119855341.

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As the result of changing traffic patterns, many conventional intersections and interchanges can no longer accommodate growing traffic volumes and heavy turning movements. In response, there are various innovative intersection and interchange designs proposed and implemented to better accommodate these changes, and the diverging diamond interchange (DDI) is one of these alternatives. While there is a significant amount of research on the relative performance of DDIs and conventional diamond interchanges (CDIs), a clear set of guidance on demand conditions under which a DDI is likely an operationally more efficient solution is not readily available. This effort conducts a sensitivity analysis of CDI and DDI operational performance under various interchange lane configurations, including the selected study area of the Jimmy Carter Boulevard and I-85 interchange in Norcross, Georgia, under varying traffic demands and turn-movement ratios. The sensitivity analysis explores the detailed conditions in which one interchange configuration provides superior performance over the other. The sensitivity analysis is structured into a two-step process with a critical lane volume (CLV) analysis as the first step, followed by a VISSIM microscopic simulation study as the second step. Overall, the study found that a CDI is likely to be the preferred option at locations with traffic volumes well below capacity and cross-street left-turn traffic proportions below 30% of the total cross-street demand, and a DDI is likely to be preferred at locations with traffic volumes near capacity and cross-street left-turn proportions exceeding 50% of the total cross-street demand.
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Bonneson, James A., and Carroll J. Messer. "Phase Capacity Characteristics for Signalized Interchange and Intersection Approaches." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 96–105. http://dx.doi.org/10.3141/1646-12.

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Described in this paper are the development, calibration, and application of models that collectively can be used to predict the saturation flow rate and start-up lost time of through movements at signalized interchange ramp terminals and other closely spaced intersections. These models were calibrated with data collected at 12 interchanges. It is concluded that saturation flow rate decreases as the distance to the downstream queue decreases. This queue is formed by the signal at a downstream intersection. Saturation flow rate increases with traffic pressure, as quantified by traffic volume per cycle per lane. It is recommended that an ideal saturation flow rate of 2,000 passenger-car units per hour of green per lane be used for signalized ramp terminals and other high-volume intersections in urban areas. The data collected for this research indicate that start-up lost time increases with saturation flow rate.
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Parr, PhD, EIT, Scott A., Brian Wolshon, PhD, PE, PTOE, and Vinayak Dixit, PhD, PE. "Selection and allocation of manual traffic control points and personnel during emergencies." Journal of Emergency Management 13, no. 2 (March 1, 2015): 121. http://dx.doi.org/10.5055/jem.2015.0225.

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Manual traffic control is an intersection control strategy in which law enforcement officers allocate intersection right-of-way to turning movements. Many emergency traffic management plans call for manual traffic control in response to oversaturated roadway conditions. This is because it is thought to more effectively move traffic during temporary surges in demand. The goal of this research was to evaluate the current state-of the- practice used by the Army Corps of Engineers (ACE) in selecting intersections for manual traffic control and allocating police personnel to them during emergencies.This research uses the emergency traffic management plans developed by the ACE for nine counties in the Maryland Eastern Shore region. This area encompassing 14,318 intersections of which 74 were selected for manual traffic control during emergencies. This work sought to quantify the correlations that exist between intersection attributes and the ACE' decision to allocate officers to control them. The research findings suggest that US routes, State routes, and emergency evacuation routes are statistically significant in determining the need for police control at intersections. Also significant are intersection on contraflow corridors and intersections near grade separated interchanges. The model also determined that intersections isolated from evacuation routes and county exits were more likely to be selected for manual control, indicating that rural areas may rely on manual traffic control in the absence of multilane highway and freeways. This research also found that intersections involving evacuation routes, contraflow corridors, and grade separated interchanges may warrant additional police personnel (two or more officers) for manual traffic control.
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Engelbrecht, Roelof J., and Kirk E. Barnes. "Advanced Traffic Signal Control for Diamond Interchanges." Transportation Research Record: Journal of the Transportation Research Board 1856, no. 1 (January 2003): 231–38. http://dx.doi.org/10.3141/1856-25.

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Most modern traffic signal controllers contain "advanced" features that are not often used but may improve traffic operations under certain conditions. The Texas Transportation Institute recently completed a research project for the Texas Department of Transportation, investigating how diamond interchange operations can be improved by using advanced controller features. The research evaluated advanced features available in the traffic signal controllers currently used for diamond interchange control in Texas. Eight potentially useful controller features were identified. The effectiveness of these features was evaluated with hardware-in-the-loop traffic simulation. The researchers considered the applicability of these features under different geometric and demand conditions and investigated the effect of detector technology and human factors issues on implementation. One of the main findings of the research was the potential usefulness of the separate intersection diamond control mode. The separate intersection diamond control mode is not commonly used, but, if applied judiciously under specific geometric and demand conditions, it can provide more efficient control than the three-phase or four-phase sequences typically used in Texas. The free separate intersection mode can significantly reduce stops at interchanges under low-volume conditions, especially if permissive interior left turns are allowed and steps are taken to reduce activation of the interior left-turn phases. The coordinated separate intersection mode has the potential to provide more efficient operation than the three-phase or four-phase sequence under certain conditions that can be determined with signal optimization software such as PASSER III, Synchro, and TRANSYT-7F.
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Sun, Jian Cheng, Hong Xu Lu, and Chen Feng Chen. "The Land Occupation Analysis of the Loop-Ramp Patterns of Freeway Trumpet Interchanges." Advanced Materials Research 1065-1069 (December 2014): 3388–92. http://dx.doi.org/10.4028/www.scientific.net/amr.1065-1069.3388.

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Interchange is not merely a major way of the intersection of main highways but also one of the important structures of freeway.And trumpet interchange is an important pattern of interchange. The design speed of ramps,the linearity indices of ramps and the patterns of loop ramps are the main influencing factors for the land occupation of freeway trumpet interchange.In this article, their influence on the land occupation have been analyzed in the first.Since then, specific studies between the land occupation and the loop-ramp patterns of trumpet interchanges.Finally, some advices were given to the design of interchanges.
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Dissertations / Theses on the topic "Interchanges and intersection"

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Thomas, Chester. "Georgia intersection safety improvement program." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2008. http://hdl.handle.net/1853/24620.

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Sullivan, Daniel P. "Vehicle headway and lane flow distributions on multi-lane arterial roads." Thesis, Queensland University of Technology, 2001.

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Pretorius, Pieter. "Delay in networks of signalised intersections." Thesis, Queensland University of Technology, 2001.

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Chu, Suet-wa, and 朱雪華. "Assessing the performance of interchange in Hong Kong: a case study in Tseung Kwan O." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2011. http://hub.hku.hk/bib/B46735525.

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Oh, Jutaek. "Evaluation and enhancement of accident prediction models and accident modification factors of rural intersections." Diss., Georgia Institute of Technology, 2002. http://hdl.handle.net/1853/32844.

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Visser, Salomé. "Guidelines for spacing of priority controlled intersections along urban collector roads." Thesis, [Bloemfontein?] : Central University of Technology, Free State, 2007. http://hdl.handle.net/11462/91.

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Ale, Gom. "Safety Effectiveness and Safety-Based Volume Warrants of Right-Turn Lanes at Unsignalized Intersections and Driveways on Two-Lane Roadways." Diss., North Dakota State University, 2012. http://hdl.handle.net/10365/19235.

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Disagreements regarding to what degree right-turn lanes improve or worsen the safety of intersections and driveways provided the motivation and the need for this study. The objectives of this study were to: a) carry out an in-depth study to determine the safety impacts of right-turn movements in different contexts, and b) develop safety-based volume warrants for right-turn lanes if safety indeed improves. Lack of adequate study on the applicability of past warrants and guidelines for the specific context of right-turn movements made from major uncontrolled approaches at unsignalized intersections, and particularly driveways, on two-lane roadways provided the scope for this study. Five-year historical data of statewide traffic crashes reported on Minnesota's twolane trunk highways were analyzed using binary/multinomial logistic regressions. Conflicts due to right turns were analyzed by fitting least squares conflict prediction models based on the data obtained from field surveys and traffic simulations. The safety impacts of rightturn lanes were determined through crash-conflict relationships, crash injury severity, and crash and construction costs. The study found that the probabilities of right-turn movement related crash ranged from 1.6 to 17.2% at intersections and from 7.8 to 38.7% at driveways. Rear-end, samedirection- sideswipe, right-angle and right-turn crash types constituted 96% of right-turn movement related crashes. Rear-end crash probabilities varied from 13.7 to 46.4% at approaches with right-turn lanes and from 37.9 to 76.9% otherwise. The ratios of rearend/ same-direction-sideswipe crashes to conflicts were 0.759 x 10-6 at approaches with right-turn lanes and 1.547 x 10-6 otherwise. iv Overall, right-turn lanes reduced right-turn movement related crash occurrences and conflicts by 85% and 80%, respectively. Right-turn lanes also reduced crash injury severity, hence, reducing the economic cost by 26%. Safety benefits, in dollars, realized with the use of right-turn lanes at driveways were 29% and 7% higher compared to those at intersections at low and high speed conditions respectively for similar traffic conditions. Depending on roadway conditions, interest rate and construction costs, the safety-based volume thresholds ranged from 3 to 200 right turns per hour during the design hour at intersection approaches, and from 2 to 175 right turns at driveway approaches.
Civil and Environmental Engineering
College of Engineering
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Barry, Christina Danielle. "Calibration of the hcm 2010 roundabout capacity equations for georgia conditions." Thesis, Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/44887.

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There is increased interest in building modern roundabouts in Georgia and in the United States because of the safety and operational benefits that can be realized from this type of intersection. With this interest comes the increasing need to be able to estimate the capacity that a roundabout can provide after it is built. In the early 2000s, a National Cooperative Highway Research Program (NCHRP) study was conducted that, among other tasks, developed single-lane and multi-lane roundabout capacity estimation equations. These equations, presented in the Highway Capacity Manual 2010 (HCM 2010), can be calibrated using locally determined values of follow-up headway and critical headway. This study was designed to calibrate the HCM 2010 roundabout capacity equation for single-lane roundabouts to driving conditions in Georgia. In order to develop estimates of the calibration parameters, video imagery was recorded for 13 approaches at six roundabouts in Georgia for approximately two hours during the peak period. A total of 29.5 hours of video was recorded. Data from three of these roundabouts forms the basis of this thesis. The videos were processed by a Java program to collect time stamps that were subsequently used in Microsoft Excel to calculate the follow-up and critical headway values required for calibration. The values of critical headway and follow-up headway that were found from the video data are presented in the results as well as the single-lane capacity equations calibrated from the data. Two types of analysis were done, one that includes exiting vehicles and one that does not include exiting vehicles. When exiting vehicles were excluded, the weighted average of follow-up and critical headway were found to be 3.46 and 4.17 seconds respectively and when exiting vehicles were included in the analysis the weighted averages of the follow-up and critical headway were found to be 2.80 seconds and 3.34 seconds respectively. It was found that exiting vehicles do have an impact on the operations at the roundabout in most cases, and including exiting vehicles in the analysis tends to increase the capacity predicted by the calibrated equations.
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Pochowski, Alek L. "An analytical review of statewide roundabout programs and policies." Thesis, Georgia Institute of Technology, 2010. http://hdl.handle.net/1853/37285.

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As the modern roundabout continues to grow in popularity within the United States, more states are considering or implementing statewide roundabout programs and policies. To assist states with the implementation of statewide roundabout programs and policies, an analytical review of statewide roundabout programs and policies was conducted through an examination of literature, interviews, and data pertaining to the construction of roundabouts. The roundabout policy type for each state and the District of Columbia was located, and assigned to a roundabout policy type based on the strength of the identified policy type. In addition, a series of per capita analyses of the statewide roundabout policies was performed, as was a qualitative SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis. The results of the analysis show that the strength of a statewide roundabout policy is correlated to the number of roundabouts in a state, and states should consider implementing or strengthening their policies if they seek to expand the use of roundabouts in their jurisdiction. In addition, the perception of roundabouts, both by the general public and internal to the state DOTs, also continues to hinder the further implementation of roundabouts, and education should be utilized to minimize these obstacles. Furthermore, states should utilize identified successful implementation procedures, and should be cognizant of reasons for implementation failure, as they pursue the further use of roundabouts by their agency.
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Lukáš, Radek. "Variantní řešení MÚK Mohelnice sever." Master's thesis, Vysoké učení technické v Brně. Fakulta stavební, 2019. http://www.nusl.cz/ntk/nusl-412949.

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This diploma thesis deals with the proposal of an alternative solution to the intersection of Mohelnice North crossroads. It compares the current junction design, which is considered inappropriate, with two new proposals for circular intersections. The aim of the thesis is to propose the resultant junction cheaper, smaller and simpler for users.
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Books on the topic "Interchanges and intersection"

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Khattak, Aemal J. Intersection safety. Lincoln, Neb: Mid-America Transportation Center, University of Lincoln-Nebraska, 2006.

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Massachusetts. Metropolitan Area Planning Council. Hopkinton intersection analysis. Boston, Mass: The Council, 1987.

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Reid, Jonathan. Median U-turn intersection informational guide. Washington, D.C: U.S. Department of Transportation, Federal Highway Administration, 2014.

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Neuman, Timothy R. Intersection channelization design guide. Washington, D.C: Transportation Research Board, National Research Council, 1985.

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Hummer, Joseph E. Restricted crossing U-turn intersection informational guide. Washington, D.C: U.S. Department of Transportation, Federal Highway Administration, 2014.

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United States. Federal Highway Administration. Intersection safety issue briefs. 3rd ed. [Washington, DC]: U.S. Dept. of Transportation, Federal Highway Administration, 2009.

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Administration, United States Federal Highway. Intersection safety issue briefs. 3rd ed. [Washington, DC]: U.S. Dept. of Transportation, Federal Highway Administration, 2009.

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Maze, T. H. Rural expressway intersection synthesis of practice and crash analysis. Ames, Iowa: Center for Transportation Research and Education, Iowa State University, 2004.

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Reid, Jonathan. Unconventional arterial intersection design, management, and operations strategies. New York, N.Y: Parsons Brinckerhoff, 2003.

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Steyn, Hermanus. Displaced left-turn intersection informational guide. Washington, D.C: U.S. Department of Transportation, Federal Highway Administration, 2014.

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Book chapters on the topic "Interchanges and intersection"

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Abbey, Lester. "Intersections and Interchanges." In Highways: An Architectural Approach, 159–75. Boston, MA: Springer US, 1992. http://dx.doi.org/10.1007/978-1-4684-6515-0_13.

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Richardson, Megan. "Intellectual Property and Privacy Law." In Handbook of Intellectual Property Research, 135–48. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780198826743.003.0010.

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This chapter explores the intersections between intellectual property (IP) and privacy law. It notes that while the scope of what we may consider to be ‘intellectual property’ continues to expand to cover new creative and innovative practices, so too the meaning and scope of what we may consider to be ‘privacy’—traditionally understood as allowing the individual to enjoy a private sphere free from the public gaze—has come under pressure to expand to address new situations where loss of control over personal information and incursions on personal identity are seen to undermine human dignity and liberty. Thus ‘privacy’ and ‘intellectual property’ become ever more imbricated in our modern digital world, and we can expect to see ever more interchange between the laws that regulate these domains.
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Waylen, Georgina. "Feminism." In The Oxford Handbook of International Political Economy. Oxford University Press, 2022. http://dx.doi.org/10.1093/oxfordhb/9780198793519.013.41.

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Abstract Despite feminist International Political Economy (IPE)’s importance and vibrancy, feminist IPE scholars still point to the continuing lack of dialogue or at best a one-sided engagement between feminist and non-feminist IPE. This remains, despite the long-standing potential for interchange, particularly between feminist IPE and constructivist analyses. This chapter attempts several tasks. First, it explores (yet again) the relationship between feminist and non-feminist IPE to assess whether levels of engagement, particularly of non-feminist IPE with feminist IPE, have increased. It then tries to explain some of the patterns that we still see today. Second, the chapter outlines some key insights that have been generated by feminist IPE since its inception. The chapter argues that feminist IPE now forms a sophisticated body of work, distinguished by its inter-disciplinarity, methodological and theoretical diversity, and empirical reach, as well as its continuing refusal to be disciplined by boundaries that were noted more than two decades ago. The chapter shows that feminist IPE’s important theoretical and empirical insights can and should inform key debates in IPE, for example around social reproduction. It concludes by highlighting some exciting new theoretical developments that an intersectional feminist IPE is contributing to, as well as recent points of coalescence and convergence that offer enhanced potential for interchange between feminist and non-feminist IPE.
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Szabó, Máté. "From the Manorial Village to the Regional Center. The Economic Development of Barcs in the Period of Dualism." In Economic and Social Changes: Historical Facts, Analyses and Interpretations, 148–60. Working Group of Economic and Social History, Regional Committee of the Hungarian Academy of Sciences in Pécs, 2021. http://dx.doi.org/10.15170/seshst-01-17.

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At the very beginning of my essay I point out that what kind of natural and economical conditions Barcs have had in the 19th centuries. This is important becouse I had to place Barcs into this medium, which in the beginning of the 19th was a simple manorial village situated in the flood plain of the Drava. The Drava river had a great impact on the improvement of the village. This little manorial village by the end of the century became one of the determinative villages in the region of southern Transdanubia. I show why was the location of the village so importan at that time. As a vehicular interchange and with its warehouse capacity by the beginning of the 19th century it was significant too. There were five railway lines that are met in Barcs in the begining of the 20th century. So it was a significant vehicular intersection at that time. Furthermore after Kaposvár it was the second biggest industrial centre of the county. By this time it was famous about its wood and mill industries across Europe. Moreover it had a regional centre role at different types of food industries. I introduce to what kind of economical processies and infrastructural investments helped the large economical developement of the village. At the end of my essay I want to show the series of events
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Conference papers on the topic "Interchanges and intersection"

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Liu, Yunmei, Kihyun Pyo, Christopher Cunningham, Thomas Chase, and David Kaber. "Driver Situation Awareness and Cognitive Workload Effects of Novel Interchange Configurations and Associated Signage." In 13th International Conference on Applied Human Factors and Ergonomics (AHFE 2022). AHFE International, 2022. http://dx.doi.org/10.54941/ahfe1002459.

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In recent years, there has been a push towards use of grade-separated interchange (GSI) design to increase the overall capacity of intersections. The primary recommendation has been to resolve physical intersection constraints, including signalized left turns (in the U.S.). However, few, if any, investigations have made comparisons of driver situation awareness (SA) and cognitive workload in navigating novel grade-separated configurations and how to effectively implement associated signage to promote driver and traffic safety at different types of interchanges. To address this research gap, this study designed and conducted a driving simulation experiment to compare driver SA and cognitive workload in negotiating standard GSIs vs. novel GSI conditions, including contra-flow and quadrant configurations. All GSIs accommodated cross-traffic flows (north, south, east, and west) with four-lane roadways running in each direction through urban environments. The experiment also manipulated driver exposure to lane assignment (LA) signs (present and absent) and decision point (DP) signs with either overhead or right-side mount configurations. Forty-eight (48) licensed drivers participated in the experiment with each driver experiencing each GSI configuration in two trials for a total of six experiment trials for each participant (total of 288 trials). Participants in the experiment were divided into two groups according to age, including young (18-24 yrs.) and middle-aged (25-64 yrs.). The participants were also assigned to unique combinations of LA and DP signs (LA present + DP overhead; LA present + DP right-side mounted; LA absent + DP overhead; LA absent + DP right-side mounted), which remained consistent across GSI configurations for each driver. A high-fidelity and full-motion driving simulator was used in this study. During each trial, a driver was required to maintain posted speed limits and to achieve a pre-identified destination (“Garden St. North), as posted on the LA and DP signs. At specific stopping points in each test trial, driver SA was assessed using the Situation Awareness Global Assessment Technique (SAGAT). The simulation scenario was frozen and drivers were posed with multiple queries addressing perception, comprehension, and projection of roadway conditions, vehicle and traffic states, and routes. Qualtrics survey software was used to present questions in an electronic format (using driver mobile devices) with all being randomly selected from a large pool of questions on the driving environment. Driver responses to queries were graded based on recordings of ground-truth simulator settings. That SAGAT output as a percentage of correct responses to all queries delivered at a simulation freeze with range [0,1]. Driver cognitive workload was assessed using the NASA Task Load index. The purpose of using this index was to determine the cognitive load imposed on drivers by the signage conditions in negotiating the various types of GSIs. At the beginning of the experiment, participants ranked the importance of six workload demand components, including mental, physical, temporal, performance, effort, and frustration for the driving task. At the end of each test trial, participants rated their perceived mental workload, according to the various demand components on a 100-point scale. The NASA TLX was calculated as the rank-weighted sum of the demand ratings scaled from 0 to 100 points. The results revealed driver SA and workload to significantly differ among GSIs. The standard and contra-flow GSIs were not different in driver SA but both were superior to the quadrant configuration. There were no significant differences in SA detected for the use (LA) and placement (DP) of signs. Regarding cognitive workload, results corresponded with SA findings, indicating the standard and contra-flow GSIs produced lower cognitive demands for drivers than the quadrant configuration. However, there were no significant differences in cognitive workload detected between the use and placement of signs. No interactions were detected among the GSI configurations and use and placement of signs for both SA and cognitive workload. In addition, correlation analyses were also applied to the SA and workload responses. Results indicated that SA and workload were complimentary in the context of the present experiment and they represent unique methods for assessing human behavior/performance in driving research.On the basis of these results, it was concluded that novel GSI designs influence driver SA and workload responses compared with standard interchanges; however, the presence of LA signs and positioning of DP signs does not appear to positively influence these responses. There is a need for additional empirical driving research to determine what aspects of GSI geometry and other traffic control devices may serve to promote comparable levels of driver SA and workload for new designs as compared to standard interchanges.
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Potucek, Jindrich, and Craig Finley. "Palmetto Section 5 SR-826/SR-836 Interchange." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.2322.

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<p>The recently completed $559M reconstruction of the Dolphin Expressway‐Palmetto Expressway Interchange in Miami, FL (USA) represents an excellent example of severe urban site constraints due to the amount of traffic, the proximity to a busy international airport and the surrounding urban landscape. This paper illustrates the solutions adopted by the design‐build team to deal with the challenges of this urban site. Further, it explains how they were integrated in various phases of the project which was completed over a five‐year span, and completed in 2016.</p><p>The main focus of this paper is the four precast segmental flyovers with a total length of 2.4 km, designed by FINLEY and erected over the existing traffic (400,000 vehicles that traveled this route daily) with the use of a launching gantry. Several key modifications were proposed to the Owner’s original concept of the bridges and as part of the framework of the design‐build procurement. The design choices were driven by the selected erection method, the intent to relieve the congested area of the intersection by using fewer piers and simpler construction details. Most notably, this includes the introduction of a superstructure haunch to achieve longer spans, design of post‐tensioning details suited for easy construction and special design of pier heads with provisions for balanced cantilever stability that eliminated the need of temporary falsework towers in the tight space of the intersection’s heart.</p><p>The project highlights the positive aspects of a design‐build method, the importance of teamwork among design‐build team members and how the proposed modifications added value on this complex project.</p>
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Muchlisin, Muchlisin. "Modelling an Unconventional Intersection Single-point Urban interchange with PTV.VISSIM." In Proceedings of the Third International Conference on Sustainable Innovation 2019 – Technology and Engineering (IcoSITE 2019). Paris, France: Atlantis Press, 2019. http://dx.doi.org/10.2991/icosite-19.2019.27.

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Zhu, Xiaoxuan, Li Lei, Xingshen Wang, and Yinghui Zhang. "Signal Timing Optimization and Simulation Analysis of the Jinan Yanshan Interchange Export Intersection." In 16th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2016. http://dx.doi.org/10.1061/9780784479896.127.

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Reports on the topic "Interchanges and intersection"

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Day, Christopher, Amanda Stevens, James Sturdevant, and Darcy Bullock. Evaluation of Alternative Intersections and Interchanges: Volume II—Diverging Diamond Interchange Signal Timing. Purdue University, December 2015. http://dx.doi.org/10.5703/1288284316012.

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Tarko, Andrew, Mario Romero, Thomas Hall, Shaikh Ahmad Matin, and Cristhian Lizarazo. Evaluation of Alternative Intersections and Interchanges: Volume I—Roundabout Capacity and Rollover Analysis for Heavy Vehicles. Purdue University, December 2015. http://dx.doi.org/10.5703/1288284316011.

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Li, Howell, Jijo K. Mathew, Woosung Kim, and Darcy M. Bullock. Using Crowdsourced Vehicle Braking Data to Identify Roadway Hazards. Purdue University, 2020. http://dx.doi.org/10.5703/1288284317272.

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Modern vehicles know more about the road conditions than transportation agencies. Enhanced vehicle data that provides information on “close calls” such as hard braking events or road conditions during winter such as wheel slips and traction control will be critical for improving safety and traffic operations. This research applied conflict analyses techniques to process approximately 1.5 million hard braking events that occurred in the state of Indiana over a period of one week in August 2019. The study looked at work zones, signalized intersections, interchanges and entry/exit ramps. Qualitative spatial frequency analysis of hard-braking events on the interstate demonstrated the ability to quickly identify temporary and long-term construction zones that warrant further investigation to improve geometry and advance warning signs. The study concludes by recommending the frequency of hard-braking events across different interstate routes to identify roadway locations that have abnormally high numbers of “close calls” for further engineering assessment.
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Hu, Xiaoqiang, Jieyi Bao, Yi Jiang, and Shuo Li. Highway Lighting Test Bed on INDOT Facility (Off-Roadway). Purdue University, 2022. http://dx.doi.org/10.5703/1288284317384.

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According to the National Highway Traffic Safety Administration (NHTSA), during 2016 there were 7,277,000 vehicle crashes nationally. Among them, approximately 70% happened during the daytime and around 30% of crashes occurred during the nighttime. There were 11,375 nighttime fatal crashes that account for about 48% of total fatal crashes (23,714). Given the fact that only 25%–33% of the vehicle miles traveled (VMT) occur at night, the above statistics indicate that the nighttime crash fatality rate is much higher and nighttime crashes are usually more severe compared to daytime crashes. Providing lighting on roadways is one of the proven safety countermeasures for preventing crashes and reducing fatalities. In particular, lighting at roadway intersections can reduce vehicle crashes by 10% to 26%. Currently, to conduct lighting field testing, INDOT is using several in-service highways, intersections, interchanges, and rest areas. These locations require traffic control and lane closures, which raises safety concerns and causing inconvenience to the public. In addition to the cost and safety concerns, during the evaluation period the new luminaires being tested actually functioned as lighting sources in place of the existing luminaires that were removed in order to install the new luminaires. This means that the new luminaries were used for roadway lighting at the test sites even before they were proven to meet the roadway lighting requirements. To eliminate traffic control and potential safety concerns, it was proposed to create test beds for field evaluating and to verify the performance of new lighting technologies and luminaires in a controlled, standard setting. Through this study, two lighting test bed facilities were designed and constructed. Illuminance values of installed luminaires were manually measured by a remotely controlled electric cart and drone. The measured illuminance values were analyzed and the analysis indicated that the efficiency of illuminance measurement can be significantly improved by automated methods. An illuminance data repository model was developed to be an effective tool that can greatly facilitate data input and storage process. The use of this model will further increase the productivity of illuminance measurement at the lighting test beds.
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