Journal articles on the topic 'Interchanges and intersection'
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1
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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Dixon, Karen K., Raul E. Avelar, Maryam Shirinzadeh Dastgiri, and Bahar Dadashova. "Safety Evaluation for Turnarounds at Diamond Interchanges: Assessing the Texas U-Turn." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 17 (September 24, 2018): 61–71. http://dx.doi.org/10.1177/0361198118797186.
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Texas frontage road turnarounds at diamond interchange locations are a common treatment in the State of Texas. This configuration, also often referred to as the Texas U-turn, allows vehicles traveling on a one-way frontage road to access the opposing direction one-way frontage road via a U-turn before the terminal intersections at the diamond interchange. This technique removes two potential left-turn maneuvers from the adjacent at-grade intersections. The frontage road turnaround has operational benefits that result from shifting vehicles that would typically be occupying the intersection. The safety of these turnaround configurations, however, is not well known. This paper focuses on the observed safety performance of these turnaround configurations at diamond freeway interchanges in Texas. The authors first developed a large randomly sampled data set to facilitate a statistically reliable assessment of U-turn safety performance for Texas interchanges. Next they conducted a safety performance assessment at locations with and without turnarounds and determined that site features that significantly influence the number of crashes include the volume of cross street traffic, the cross street right-turn configuration at frontage roads, the minimum radius in the turnaround, the longitudinal distance from the U-turn exit to the closest downstream driveway, and the number of lanes on each frontage road. The safety performance findings at locations with and without turnarounds suggests that an agency could construct a turnaround to enhance facility operations with the knowledge that construction will not adversely impact safety. Although the research introduced in this paper focuses on Texas locations, the findings should be applicable to similar facilities in other states if the turnaround conditions are similar.
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Bared, Joe G., and Evangelos I. Kaisar. "Benefits of Split Intersections." Transportation Research Record: Journal of the Transportation Research Board 1737, no. 1 (January 2000): 34–41. http://dx.doi.org/10.3141/1737-05.
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As urban and suburban intersections become more congested, a likely remedy for recurring traffic jams is grade separation in the form of diamond or tight diamond interchanges. A more economical intersection configuration to relieve congestion has been built overseas. The major highway is separated into two-directional, one-way roads comparable to an at-grade diamond junction known as the split intersection. The split intersection facilitates smoother flows with less driver delay, mainly by reducing the number of required signal phases from four to three. The success of converting to the split intersection has been analyzed by using deterministic methods that showed increased capacity and noticeable reduction in delay. The analysis methodology relies on a microsimulation technique to predicate previous claims and provide economic benefits. Comparisons of vehicular delay between the single and the split intersection revealed substantial savings in travel delay, particularly for higher entering volumes and higher left-turning movements. The findings provide guidance to planners and designers on the expected benefits of converting a four-lane by four-lane single intersection to the split intersection.
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Alzoubaidi, Mutasem, Adli Al-Balbissi, Abdel Rahman Alzoubaidi, Amr Alzoubaidi, Baha Azzeh, Ahmed Al-Mansour, and Ahmed Farid. "Connected Vehicles Versus Conventional Traffic Congestion Mitigation Measures: An Operational Economic Analysis." Azerbaijan Journal of High Performance Computing 4, no. 2 (December 31, 2021): 155–69. http://dx.doi.org/10.32010/26166127.2021.4.2.155.169.
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This paper conducted an operational, economic analysis to assess alternative solutions to traffic congestion. They involved integrating adaptive traffic signal control (ATSC) with connected vehicle technology (ATSC-CV) and the application of various conventional and unconventional solutions. The studied conventional scenarios include signal timing optimization, signal actuation, and upgrading existing intersections to interchanges. There were unconventional scenarios involving converting two intersections to interchanges and the third to a continuous green-T intersection (CGTI). Different unconventional alternatives involved deploying ATSC-CV-based systems assuming varying market penetration rates (MPRs). The operational performance of each alternative was analyzed using VISSIM microsimulation software. To model the driving behavior of CVs, Python programming language was used through the COM interface in VISSIM. One-way analysis of variance (ANOVA) and post-hoc testing results indicate that implementing any suggested alternative would substantially decrease the mean vehicular travel time compared to the fixed signal control strategy currently implemented. Specifically, the ATSC-CVbased systems yielded notable travel time reductions ranging from 9.5% to 21.3%. Also, ANOVA results revealed that the highest benefit-to-cost ratio among all alternatives belonged to scenarios in which the MPRs of CVs were 100%. It was also found that ATSC-CV-based systems with MPRs of 25% and 50% would be as feasible as converting signalized intersections to underpass interchanges.
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Rahimov, Kamran, Alireza Motamadnia, and Sadegh Samadi. "Technical and Economic Evaluation of Pinavia Interchange in Comparison with Roundabout Intersection by AIMSUN." Civil Engineering Journal 2, no. 3 (March 1, 2016): 102–12. http://dx.doi.org/10.28991/cej-2016-00000017.
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Interchanges that are investigated in this research are roundabout interchange and pinavia interchange that are simulated in AIMSUN software using traffic data. The parameters that are considered for each interchange are traffic volume, pollutant emissions, fuel consumption, travel time, delay time ,construction cost, repair and maintenance cost, travel time cost , fuel consumption cost and safety , so that in technical evaluation traffic volume, pollutant emissions, fuel consumption, travel time, delay time are compared by using two independent sample t – test that are used for comparing of two group of data and It is assumed that the variances are equal . Then In economic evaluation construction cost, repair and maintenance cost, travel time cost , fuel consumption cost and safety are converted into cost by using axis produce way that based on this supposal that storage in exchange for an hour of travel time, increase an hour of production opportunities and construction cost, repair and maintenance cost calculated by executive plans and Related Regulations and finally each parameter is weighted by AHP and obtain the universal (total) cost. Finally due to the total cost of the resulting it can be seen that for twenty-year period pinavia interchange in compare with roundabout interchange has 49% more efficient.
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Pastushkov, G. P., and V. G. Pastushkov. "PRINCIPLES OF CALCULATION AND MONITORING OF STRESS-STRAIN STATE OF THE GRADE-SEPARATED TRAFFIC INTERCHANGES IN MINSK." ACADEMIC JOURNAL Series: Industrial Machine Building, Civil Engineering 2, no. 49 (October 17, 2017): 126–34. http://dx.doi.org/10.26906/znp.2017.49.833.
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The results of scientific accompaniment and monitoring of construction of the transport interchange at the intersection of Independence Avenue and Filimonova Street over tunnels and other structures of Minsk subway. In order to ensure (in three shifts) the construction and installation works at construction of transport interchange around a number of innovative technologies in both for designing and work performance has been used. Construction monitoring envisaged continuous control of deformations and stresses of constructions of underground tunnels in the online mode and data transmission to all interested organizations. The calculation model of the existing tunnels has been developed, which includes the design of the lining and the surrounding soil massif. A theory for calculating underground structures based on the deformation of materials of building structures and geomechanical models composing a soil massif has been proposed.
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Barrette, Timothy P., Jacob Warner, Patricia Thompson, and Peter T. Savolainen. "Access Separation at Interchanges: Examining Crash Rates on the Cross-Street and in the Transition Areas from Full to Partial Access Control." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 17 (December 2018): 1–10. http://dx.doi.org/10.1177/0361198118795668.
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Access control remains an important concern to roadway agencies as the spacing of at-grade access points significantly affects both the safety and operational performance of highways. Significant variability exists with respect to policies dictating where the first access points may occur in the vicinity of interchanges. This study examines two important spacing criteria, which include: (1) the distance from the freeway off-ramp to the first access on the interchanging arterial roadway; and (2) the distance from a freeway on-ramp to the first at-grade intersection in areas with partial access control. To investigate these relationships, a series of crash prediction models were estimated that examined how crash risk changed with respect to access spacing while controlling for the effects of traffic volume and other pertinent characteristics. The results illustrate that at cross-streets near ramp terminal intersections, the crash rate generally increases as the distance to the nearest access point decreases. The same trend was also true of freeway transition areas. Ultimately, this research illustrates a complex relationship that exists among the proximity of the exit point of the controlled access facility and the adjacent access point, the volume of traffic along the roadway, and the volume of traffic at the access point.
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Dorothy, Paul W., Thomas L. Maleck, and Kristy K. Miller. "Operational Aspects of the Michigan Urban Diamond Interchange." Transportation Research Record: Journal of the Transportation Research Board 1612, no. 1 (January 1998): 55–66. http://dx.doi.org/10.3141/1612-08.
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As the Interstate highway system was constructed, a large number of freeway interchanges were designed and constructed. The design standards for these freeway interchanges, however, were not derived from an indepth analysis of past experience, because there was very little experience from which the design engineer could draw. Instead, most designs were replications and modifications of existing freeway interchanges. Thus, many of these early interchanges precede the Interstate system and Interstate standards. The simplest and perhaps most common interchange used is the urban diamond. Unfortunately, this configuration has relatively low capacity because all the turning movements occur at the intersections and left-turning vehicles have to yield to oncoming traffic. The Michigan Department of Transportation (MDOT), borrowing from its indirect left-turn strategy implemented for most at-grade urban boulevards, modified the traditional urban diamond in an effort to increase the design’s capacity. This modified diamond-interchange configuration is referred to as the Michigan urban diamond interchange (MUDI). Michigan State University and MDOT are jointly evaluating the merits of a MUDI geometric configuration. Computer modeling with TRAF-NETSIM was used to operationally compare the diamond to the MUDI. The TRAF-NETSIM simulations run on each type of interchange give valuable insight into which design is better under different volume and percent turning conditions. Operationally, the MUDI was superior to the diamond interchange in most cases. Additionally, the MUDI configuration does not transfer delay to downstream nodes, whereas the diamond interchange with frontage roads appears to affect the operation of these nodes.
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Elefteriadou, Lily, Clara Fang, Roger Roess, and Elena Prassas. "Methodology for Evaluating the Operational Performance of Interchange Ramp Terminals." Transportation Research Record: Journal of the Transportation Research Board 1920, no. 1 (January 2005): 13–24. http://dx.doi.org/10.1177/0361198105192000102.
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Interchange ramp terminals are critical components of the highway network. They provide the connection between various highway facilities (e.g., freeway–arterial and arterial–arterial), and their safe and efficient operation is essential. The objective of this research was to develop improved methods for capacity and quality-of-service analysis of interchange ramp terminals. The research focuses on at-grade intersections but not on the freeway proper. All geometric configurations and interchange types except trumpet interchanges are considered, and the scope of the research includes only signalized interchanges and not “Stop” sign–controlled interchanges and roundabouts. The development of the analytical methodology is primarily based on simulation. The reason for using simulation is that adequate samples of field data are not available, and it is prohibitively expensive to collect them for all types of interchange configurations. The research team assessed several simulation models that were identified as capable of simulating all types of interchange ramp terminals and selected the most appropriate one for model development. Once a simulation model was selected, a variety of interchange configurations were simulated, and selected measures of effectiveness were obtained. Analytical models were developed on the basis of the results of simulation to predict different measures, such as average control delay, volume-to-capacity ratio, and queue-to-storage ratio, for a variety of design and traffic control characteristics.
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Shin, Eon Kyo, Jang Hee Lee, Ju Hyun Kim, Jung Sik Kim, and Yong Woo Jeong. "Two-Level Signalized Intersection." Transportation Research Record: Journal of the Transportation Research Board 2060, no. 1 (January 2008): 53–64. http://dx.doi.org/10.3141/2060-07.
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Severe traffic congestion often occurs at intersections of high-volume traffic arteries. To reduce this congestion, innovative intersection designs such as the single-point urban interchange (SPUI), center-turn overpass (CTO), and echelon interchange (EI) have been implemented. This paper introduces a new type of intersection, the two-level signalized intersection (TLSI), which improves the efficiency of intersection operations under a wide variety of traffic conditions. The paper compares the TLSI with other innovative intersection types. Unlike the SPUI, CTO, or EI, the TLSI provides for complete separation of east–west and north–south traffic. The TLSI also enables the use of directional separation and leading, lagging, or overlapping lefts on both upper and lower levels. Simulation results indicate that, compared with these other innovative intersection types, the TLSI has the shortest delay times in most evaluation scenarios as well as the least sensitivity to variations in traffic volume. However, the TLSI shows significant delay when traffic volumes on the major and minor roads are vastly different.
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Mehrara Molan, Amirarsalan, and Joseph E. Hummer. "Simulation Modeling of Pedestrian Performance in the New Synchronized and Milwaukee B Interchanges versus Existing Designs." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 35 (June 17, 2018): 151–60. http://dx.doi.org/10.1177/0361198118781652.
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Most U.S. highway agencies recognize the importance of designing safe, short, and comfortable paths for pedestrians. Providing such an acceptable condition for pedestrians requires specific attention at intersections and service interchanges due to their interaction with other modes of transportation. The main objective of this research was to analyze pedestrian operation at two new service interchanges—the synchronized and Milwaukee B interchanges—in comparison with four existing designs. The analysis consists of three main parts: (1) a general comparison among the designs for pedestrian performances in terms of safety, travel time, and the level of service; (2) investigation of the effects of vehicles on pedestrian performance; and (3) modeling the impact of pedestrians on the traffic operation of vehicles. A comprehensive series of simulation tests were run using VISSIM and Synchro to study the pedestrian performance of interchanges in various situations of traffic volume, turning traffic ratio, traffic distribution, and percentage of heavy vehicles. The results indicated that a relatively safe condition is expected for pedestrians in the proposed new designs in comparison with the existing interchanges; however, the pedestrians’ travel time was lower in all the existing designs than in the new designs except the diverging diamond interchange (DDI). The DDI, one of the most popular alternative interchanges, showed the worst performance in all the aspects of the pedestrian analysis. Despite the very good performance of conventional diamond interchange regarding pedestrian travel time and safety, pedestrians could have a significant negative impact on vehicle travel time through a diamond.
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Goody, Alex. "MURDER IN MILE END: AMY LEVY, JEWISHNESS, AND THE CITY." Victorian Literature and Culture 34, no. 2 (August 25, 2006): 461–79. http://dx.doi.org/10.1017/s1060150306051278.
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The work of Amy Levy, as a Jewish, feminist, lesbian writer at thefin de siècle, coincides with what Sally Ledger and Roger Luckhurst describe as a “crucial moment in the formation and transformation of [the] object[s] of study” of “cultural and social historians, urban theorists, literary critics, post-colonial critics, feminist writers, and gay and lesbian theorists” (xiv). The concern of this article, rather than co-opting Levy into a particular critical framework, is to explore her presentation of subjectivity in the urban landscape, particularly in the poems of the posthumously publishedA London Plane-Tree and Other Verse(1889). In these poems and elsewhere the city instigates a disturbing unsettling of binaries and identifications which suggests the possibility of writing (of) divergent or subversive identities, what Cynthia Scheinberg terms Levy's “minority” voices (Women's Poetry191). The irregular, unregulated urban space undermines the closure of heterosexual, national narratives and provides a cartography for Levy's exploration of “the intersection between various minority positions and cultural discourses which construct and judge ‘others’” (ibid.). In the first two sections ofA London Plane-TreeLevy moves towards a complex elaboration of impermanently located self-knowledge that develops beyond the sexual and racial identifications of her earlier work in which she draws on more traditional and intelligible knowledges. Thus, the biblical and classical themes of “Xantippe” or “Magdalen” and the stable persona of the dramatic monologue are increasingly replaced by a lyric voice that occupies an unstable, modern, urban world. With her interest in the poet James Thomson (B. V.) and her 1883 essay on him, Levy can be seen to be identifying with an emergent late-nineteenth-century urban poetic that greatly influences the first section ofA London Plane-Tree. But it is not simply that Levy “discloses how the metropolitan world of high culture was increasingly infiltrated by…feminists, sexual dissidents, Jewish people, and freethinkers” (Bristow 80). The city ofA London Plane-Treeand the intersections, interchanges, and subversions it enables make it impossible to maintain the divisions of self and other, object and subject. It is through the space of the city that Levy is enabled to write the specificity of her own unauthorized, ambiguous, “minor” voice.
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Setiawan, Andika, Harwidyo Eko Prasetyo, Heru Setiawan, and Irnanda Satya Soerjatmodjo. "PERFORMANCE OF THE THREE-ARMED UNSIGNALIZED INTERCHANGE ON JALAN TIPAR CAKUNG, EAST JAKARTA." International Journal of Civil Engineering and Infrastructure 2, no. 1 (August 18, 2022): 88. http://dx.doi.org/10.24853/ijcei.2.1.88-96.
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The growth of the population density greatly affects the level of transportation needs in the city of Jakarta. The increase in the number of vehicles that are lack of balanced with the development of infrastructure It will cause conflicts on the road, especially intersections. Therefore, it is necessary to conduct research on interchange to know the problems that occur. This research was conducted at the Tipar Cakung – Agung Sedayu interchange in East Jakarta with an observation time of 3 days. The method that used in this study is a field survey method, namely by collecting data on traffic. It carried out by recording the number of vehicles that pass through the intersection every 15 minutes. Then from the results of the survey and calculation with the analysis guided by Indonesian Road Capacity Manual (MKJI, 1997). Based on the results of research for interchange performance in existing conditions, the highest traffic flow was obtained at 2831.7 pcu / hour, Degree of Saturation (DS) 1.05, delay on intersection (D) of 22.058 seconds/pcu and queue odds (QP%) in the range of values 44.93%-90.27%.
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Haq, Muhammad Tahmidul, Amirarsalan Mehrara Molan, and Khaled Ksaibati. "Evaluating Pedestrian Service of the New Super Diverging Diamond Interchange on Three Case Study Sites in Denver, Colorado." Sustainability 14, no. 24 (December 16, 2022): 16929. http://dx.doi.org/10.3390/su142416929.
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Ensuring safe and comfortable conditions for pedestrians necessitates specific strategies at intersections and service interchanges where traffic and pedestrians interact in complex ways with other modes of transportation. This study aims to investigate pedestrian performance at the new Super Diverging Diamond Interchange (Super DDI) using real-world locations (i.e., I-225 and Mississippi Ave, I-25 and 120th Ave, and I-25 and Hampden Ave in Denver, Colorado). Three alternative designs, typical DDI, and two versions of Super DDI were considered to make a reasonable comparison with the existing Conventional Diamond Interchange (CDI). A comprehensive series of simulation models (192 scenarios with 960 runs) were tested using VISSIM and Synchro to analyze pedestrian operation (travel time, number of stops, and waiting time) in various traffic and pedestrian distributions. As one of the primary contributions in this paper, pedestrian safety was evaluated based on a surrogate performance measure called design flag, introduced by the new National Cooperative Highway Research Program (NCHRP-948) guideline. The results indicated that the proposed new Super DDI designs are relatively safe when compared with CDI and DDI. For example, a pedestrian analysis of one of the most popular alternative interchanges, DDI, showed potential for unsafe pedestrian conditions in all aspects.
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Mogalli, Maged Abdullah, Abdullah Ibrahim Al-Mansour, and Seongkwan Mark Lee. "Performance Evaluation of Diverging Diamond Interchange Compared to Conventional Diamond Interchange: A Case Study in Riyadh City." Journal of Computational and Theoretical Nanoscience 17, no. 2 (February 1, 2020): 736–42. http://dx.doi.org/10.1166/jctn.2020.8712.
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The road users usually suffer from several kinds of congestion and delay especially at intersections. The traffic flow congestion due to increasing traffic volumes can be decreased by implementing some suitable alternative designs of interchanges such as Diverging diamond interchange (DDI) and conventional diamond interchange (CDI). In this study, a comparison between the DDI and CDI in traffic conditions in Riyadh city is conducted. The analysis involved different measures of effectiveness that includes delay, queue length, and number of stops. In this context, each interchange type was evaluated for traffic volumes at certain peak hours using micro-simulation program named as “Synchro.” The finding of this study shows that DDI provides a better result when compared with CDI in terms of delay, queue length and number of stops. The control delay for the DDI is approximately one third of the CDI. Also, the queue length for the DDI is about one half of the CDI. Furthermore, the number of stops for the DDI is as one half as the CDI.
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Shokry, Sherif, Shinji Tanaka, and Amr M. Wahaballa. "Cost–Benefit Analysis of Unconventional Arterial Intersection Designs: Cairo as a Case Study." Sustainability 14, no. 24 (December 19, 2022): 17016. http://dx.doi.org/10.3390/su142417016.
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Due to their innovative treatment, Unconventional Arterial Intersection Designs (UAIDs) have been developed to alleviate congestion at conventional signalized intersections, in an effort towards the sustainable development of crowded capitals. A methodological framework for economic assessment, however, has not been investigated properly for such designs, particularly under mixed traffic environments. This article aims to outline a methodological framework that can be followed for the socio-economic assessment of such designs. A cost–benefit analysis approach was developed to figure out the different determinants of costs and benefits of an overpass interchange (as a widespread treatment) and two selected UAIDs (as alternative measures). The two studied UAID schemes in this article are Continuous Flow Intersection (CFI) and Restricted Crossing U-Turn (RCUT). Seeking credible results, a set of three signalized intersections in downtown Cairo, Egypt was selected as a proof-of-concept for the developed method. PTV-VISSIM, a simulation-based platform, was utilized to estimate the benefits gained by road users. Our research objectives were to identify, evaluate, and compare the economic feasibility of the different alternatives. Compared to the overpass intersection, we found that the CFI and RCUT designs ensure higher economic efficiency, while mitigating congestion at conventional signalized intersections under heterogeneous traffic conditions.
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Warchol, Shannon, Thomas Chase, and Christopher Cunningham. "Use of Microsimulation to Evaluate Signal-Phasing Schemes at Diverging Diamond Interchanges." Transportation Research Record: Journal of the Transportation Research Board 2620, no. 1 (January 2017): 10–19. http://dx.doi.org/10.3141/2620-02.
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Even though diverging diamond interchanges (DDIs) have been the subject of research for more than a decade, the effort to standardize interchange signal timing has developed only recently. A three-factor fully crossed experiment was conducted to investigate the influence of crossover spacing and increased volumes on the performance of DDI phasing schemes. PTV Vistro software and the dynamic bandwidth assessment tool were used to optimize the split, cycle length, and offset of each of the 72 treatments. PTV Vissim software was used to collect microsimulation data. Mean interchange delay and mean stops per vehicle were selected as measures of effectiveness. Pairwise comparisons were used to determine whether an existing preferred phasing scheme could minimize delays or stops under three cases: ( a) given spacing and increased volume, ( b) given volume independent of spacing, and ( c) given spacing independent of increased volume. The data revealed that a two- or three-critical-movement phasing scheme usually resulted in the lowest mean interchange delay and the fewest stops. Overall, the results provide an initial signal timing scheme for practitioners given a crossover spacing, an increased volume, or both. Future work will include exploring low volumes, balanced interchange volumes, and their effects on the four-critical-movement phasing scheme, as well as the effect of closely spaced adjacent intersections.
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ANDRONOV, Roman V., Evgeniy E. LEVERENTS, and Tatyana V. MALTSEVA. "MODELING TRANSPORT INTERSECTIONS OF CITY STREETS WITH ADAPTIVE TRAFFIC CONTROL." Tyumen State University Herald. Physical and Mathematical Modeling. Oil, Gas, Energy 8, no. 1 (2022): 144–60. http://dx.doi.org/10.21684/2411-7978-2022-8-1-144-160.
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The introduction of automated traffic control systems on the road network will improve the efficiency of its work. This will lead to an increase in throughput and improve the uniformity of traffic parameters. The number of stops, braking, wear of the undercarriage of cars, consumption of engine oil, fuel will decrease, and the environmental burden on the environment will be reduced. Modeling transport intersections is one of the fundamental methods for studying the functioning of the road network. This method is used in all types of work related to the improvement, modification, reconstruction, and expansion of the road network. Modern techniques for modeling traffic intersections allow recreating the movement of all road users through them, and predicting the results for many years to come, considering changes in both external factors (number of users for crossing) and internal (crossing configuration). To evaluate the efficiency of the intersection, the initial data are taken from field observations. These include a random value of the traffic flow; pedestrian flows; traffic light cycle length; proximity to other intersections; the length of the transport queue when a permissive traffic light signal is given. The analysis of the obtained data makes it possible to assess the current situation on the road network and does not allow to make a forecast for the future when the parameters of the transport intersection change. This is where intersection modeling comes in handy. The intersection model allows predicting the operation of a traffic intersection, considering changes in both the entire road network and particular changes in the traffic intersection itself. The article proposes a transport intersection model based on experimental data obtained during a full-scale experiment, as well as taking into account the uneven throughput. In relation to a traffic intersection, the capacity unevenness index affects the overall capacity of the intersection, traffic safety through the intersection, the magnitude of traffic delays, the magnitude of traffic losses, and the number of maneuvers in the stream. In addition, the introduction of the non-uniformity parameter will make it possible to predict the magnitude of transport delays and queues more accurately. The proposed model can be used to create a set of measures to improve the road network of large and major cities, a decision to rebuild a transport intersection, or build an interchange in its place.
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Wang, Jin, and Huaguo Zhou. "Using Naturalistic Driving Study Data to Evaluate the Effects of Intersection Balance on Driver Behavior at Partial Cloverleaf Interchange Terminals." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 38 (May 23, 2018): 255–65. http://dx.doi.org/10.1177/0361198118774670.
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Past studies showed that poor intersection balances at partial cloverleaf (parclo) interchange terminals significantly impact traffic safety and sight distance of drivers making left turns to entrance ramps. Some state traffic agencies have recommended a “balance” guideline that the length between the left-turn stop line on crossroads to the middle of the intersection should not be greater than 60% of the entire length of the intersection. However, a scarcity of research exists on how the balance of an intersection affects driver behavior, which has been identified as a critical contributing factor to intersection-related crashes. This study utilizes the Naturalistic Driving Study (NDS) data to evaluate the effects of intersection balance on driver behavior at parclo interchange terminals for proof-of-concept. A small but representative data sample was collected from the second Strategic Highway Research Program’s (SHRP 2) NDS dataset. It demonstrates statistical characteristics and overall trends of driver speed, acceleration/deceleration rates, and risk perception with the changing of intersection balances. Conclusions provide guidance on optimal intersection balance design that may help drivers make smoother and safer transitions from crossroads to entrance ramps at parclo interchange terminals.
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Dorothy, Paul W., Thomas L. Maleck, and Laura Aylsworth-Bonzelet. "Field Analysis of Operation and Design of Single-Point Urban Interchanges." Transportation Research Record: Journal of the Transportation Research Board 1579, no. 1 (January 1997): 11–17. http://dx.doi.org/10.3141/1579-02.
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Michigan is considering the much needed rehabilitation and upgrading of many of the freeway interchanges located in urban environments. The single-point urban interchange (SPUI) has been suggested as an alternative to designs presently used, in particular the Michigan urban diamond interchange. To evaluate the appropriateness of the SPUI, a literature review was conducted, along with an e-mail and telephone survey of other state departments of transportation experience with the SPUI. Then, a field review of selected SPUIs was conducted to collect observations about the geometric design, signal operation, pedestrian control, pavement markings, and land use and landscaping of SPUIs. A SPUI with the crossroad going over the freeway was found to be a preferred design. In addition, the smaller designs were observed to function the best. However, the use of continuous frontage roads is believed to counteract the advantages of the design. Currently, progression of the crossroad is not a problem, although the impact of the SPUI on intersections downstream must be considered. Additionally, the need for pavement markings in large SPUIs is paramount. However, these pavement markings overlap and cause driver confusion. Several other observations were also made: most SPUIs reviewed were not able to adequately provide for pedestrians, controlled access near the SPUI is suggested, and landscaping dramatically increases the aesthetics of the interchange. The SPUI is a good design and has a place. However, some of the newer and enhanced designs with the resulting increase in size may be counterproductive.
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Olayode, Isaac Oyeyemi, Lagouge Kwanda Tartibu, Modestus O. Okwu, and Uchechi Faithful Ukaegbu. "Development of a Hybrid Artificial Neural Network-Particle Swarm Optimization Model for the Modelling of Traffic Flow of Vehicles at Signalized Road Intersections." Applied Sciences 11, no. 18 (September 9, 2021): 8387. http://dx.doi.org/10.3390/app11188387.
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The tremendous increase in vehicular navigation often witnessed daily has elicited constant and continuous traffic congestion at signalized road intersections. This study focuses on applying an artificial neural network trained by particle swarm optimization (ANN-PSO) to unravel the problem of traffic congestion. Traffic flow variables, such as the speed of vehicles on the road, number of different categories of vehicles, traffic density, time, and traffic volumes, were considered input and output variables for modelling traffic flow of non-autonomous vehicles at a signalized road intersection. Four hundred and thirty-four (434) traffic datasets, divided into thirteen (13) inputs and one (1) output, were obtained from seven roadsites connecting to the N1 Allandale interchange identified as the busiest road in Southern Africa. The results obtained from this research have shown a training and testing performance of 0.98356 and 0.98220. These results are indications of a significant positive correlation between the inputs and output variables. Optimal performance of the ANN-PSO model was achieved by tuning the number of neurons, accelerating factors, and swarm population sizes concurrently. The evidence from this research study suggests that the ANN-PSO model is an appropriate predictive model for the swift optimization of vehicular traffic flow at signalized road intersections. This research extends our knowledge of traffic flow modelling at a signalized road intersection using metaheuristics algorithms. The ANN-PSO model developed in this research will assist traffic engineers in designing traffic lights and creation of traffic rules at signalized road intersections.
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Mohamed, Ahmed I. Z., Yusheng Ci, and Yiqiu Tan. "A Novel Methodology for Estimating the Capacity and Level of Service for the New Mega Elliptical Roundabout Intersection." Journal of Advanced Transportation 2020 (March 12, 2020): 1–18. http://dx.doi.org/10.1155/2020/8467152.
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Mega elliptical roundabout is a new intersection on rural multilane highways. This intersection was developed in a previous paper using simulation data, and the authors found that it is better than interchange (full cloverleaf) in most scenarios of traffic flow. Basically, there are no guidelines or procedures for designing mega elliptical roundabout in AASHTO Green Book, Federal Highway Administration guides, and Highway Capacity Manual. Thus, the purpose of this study is to analyze the traffic operation performance and propose a methodology for calculating the capacity of mega elliptical roundabout and also the level of service by gap acceptance theory. Moreover, this research studied the influence of different values of truck ratios and also different values of a major highway speed on geometric design and traffic operation performance for mega elliptical roundabout. To validate the thoroughness of the proposed methodology, VISSIM simulations were conducted. This research will assist practitioners in determining the appropriate geometric design, assessing mega elliptical roundabout intersections, and making comparisons with other alternatives.
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Gagarin, S. A., O. V. Gagarina, and Omar Hazza Al-Subari. "FEATURES OF TRAFFIC NOISE ASSESSMENT AT ROUNDABOUTS IN IZHEVSK." Bulletin of Udmurt University. Series Biology. Earth Sciences 30, no. 1 (May 8, 2020): 37–42. http://dx.doi.org/10.35634/2412-9518-2020-30-1-37-42.
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The conditions of acoustic wave formation under urban development within traffic roundabouts are considered on the example of Izhevsk. The article refers to 5 single-level road interchanges, and provides the results of multiple acoustic measurements of the equivalent sound pressure level. The observations covered a different time range, typical for the daytime period. The average values vary from 66 to 68 dBA, and the maximum values range from 67 to 69 dBA. Based on the simulation results, acoustic discomfort zones were determined for each interchange. The variation was from 50 to 75 meters at averaged values of flows intensity (up to 1500 u / h) and from 60 to 110 meters at high intensity (up to 2000 u / h). The conclusion is made about the favorability of roundabouts from the position of noise comfort in comparison with traditional intersections equipped with traffic lights. The effectiveness of such measures is 2-3 dB.
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Messer, Carroll J. "Simulation Studies of Traffic Operations at Oversaturated, Closely Spaced Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 115–23. http://dx.doi.org/10.3141/1646-14.
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Traffic congestion continues to have a serious impact on the productivity of the nation’s transportation system. Signalized service interchanges in urban areas serve as a critical connection between freeway and arterial surface street systems. These facilities often experience serious congestion problems because of high traffic demands exceeding capacity and because of their common, closely spaced ramp terminals. Moreover, service interchanges are usually a part of a signalized cross arterial and may also have short spacings to adjacent signalized intersections. Major deficiencies exist in the analysis technology and software tools available for analyzing traffic congestion problems at oversaturated signalized interchanges and closely spaced arterial systems. Results are provided of an investigation into the nature of oversaturated systems and also undersaturated systems that may become congested (oversaturated) because of poor signal timing and deficient spacing between the signalized intersections. Although the initial research focus was on signalized service interchanges based on calibrated NETSIM simulations, the research results are also applicable to closely spaced signalized urban arterials. The research shows that traffic congestion is complex, but it can be characterized and modeled. An upper bound on signal control delay is provided for oversaturated arterial operations.
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Rassokha, V. I., and N. A. Nikitin. "TRANSFORMATION OF AN ORDINARY RING ROAD INTERSECTION INTO A TURBO RING INTERSECTION: BANDWIDTH COMPARISON." Intelligence. Innovations. Investment, no. 6 (2020): 153–62. http://dx.doi.org/10.25198/2077-7175-2020-6-153.
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In large cities, a situation often arises when roundabout intersections of highways no longer cope with the passage of traffic flows. The main reasons for this problem are the inconsistency of the potential traffic capacity of the roundabout with real traffic flows, as well as the lack of knowledge and skills of drivers on the roundabout carriageway. To reduce the influence of the human factor, various solutions are proposed, but, as practice has shown, ducted roundabouts or «turbo rings» are the most effective. A feature of this configuration of the carriageway is the predictability of driver behavior due to the physical separation of lanes for traffic. In a number of countries, turbo ring intersections have already been put into operation, which made it possible to confirm the alleged advantages of this configuration: the absence of changeover maneuvers on the ring carriageway, the need to give way to a maximum of two traffic flows, and a decrease in the average travel speed along the ring intersection. The aim of this study was to compare the performance of the existing threelane intersection, characterized by a predominance of lefthand turn flow during rush hours, and the developed design of the turbo ring interchange. Empirical data on traffic flows and length of queues, as well as a matrix of correspondences, were used to calibrate the computer micromodel. Micromodeling was carried out by means of: specifying the matrix of correspondences, taking into account the distribution of the traffic flow in time; setting the rules of priority, speed of approach to the intersection and speed reduction zones; development of scenarios for the analysis of morning and evening rush hours, fluctuations in traffic flows in time. Performance comparisons were made for the node as a whole, as well as for the selected busiest routes in terms of average and maximum congestion lengths, average latency and downtime. To assess the performance of the intersections, it was proposed to use foreign methods for assessing the capacity based on the mathematical models of Bowie, Hagring and Fortine. It was revealed that the transformation of the existing circular intersection into a turbo ring made it possible not only to increase the throughput of the node, but also to reduce congestion at the entrances and exits, which determines the practical significance of the study. To study the possibility of integrating the methodology for assessing the throughput, considered in the article, into the domestic method for choosing the type of intersections, which is the basis of regulatory and technical documents. The ultimate goal of the study is to create a new methodology for assessing the throughput of circular intersections of various types, including taking into account the peculiarities of the functioning of circular intersections on the territory of the Russian Federation.
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Kukić, Katarina, and Aleksandar Jovanović. "Fuzzy logic approach on traffic control of a Diverging Diamond Interchange in real time." ITM Web of Conferences 29 (2019): 01005. http://dx.doi.org/10.1051/itmconf/20192901005.
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In the recent paper, authors have considered a problem of controlling an oversaturated intersection in real time and developed a mathematical model based on fuzzy logic. The model was tested on an oversaturate “T” intersection and we obtained solutions with less control delay in comparison to the “fixed time” model. First, we will present the basic concepts of those results. In the rest of the paper, we apply a similar technique to develop a model for controlling a diverging diamond interchange – a type of diamond interchange in which the two directions of traffic on the non-freeway road cross to the opposite side on both sides of the bridge at the freeway. This type of interchange was developed in the 1970s in France but since 2009. it has been implemented in many different locations, above all in the USA.
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Messer, Carroll J. "Extension and Application of Prosser-Dunne Model to Traffic Operation Analysis of Oversaturated, Closely Spaced Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 106–14. http://dx.doi.org/10.3141/1646-13.
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Traffic congestion continues to have a serious impact on the productivity of the nation’s transportation system. Signalized arterials and service interchanges in urban areas serve as critical surface street facilities. These facilities often experience serious congestion problems because of high traffic demands that exceed capacity and also because of their common, closely spaced intersections and ramp terminals. Moreover, service interchanges are usually part of a signalized cross arterial and also may have short spacings to adjacent signalized intersections. Major deficiencies exist in the analysis technology and software tools available for analyzing potential traffic congestion problems at signalized arterials and service interchanges having closely spaced ramp terminals. This paper presents extensions of work originally published by Prosser and Dunne in Australia for analyzing the operational impacts of queue spillback on the capacity and delay of closely spaced signalized intersections. Coding of the described algorithm into FORTRAN was conducted, followed by experimental testing of the model using a calibrated version of the microscopic computer simulation program TRAF-NETSIM. Satisfactory comparisons were obtained between the initial version of the newly developed Prosser-Dunne Extended (PDX) model and NETSIM, but more testing and enhancement of the PDX model are recommended before implementation in existing operational software packages is considered.
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Bared, Joe G., Praveen K. Edara, and Ramanujan Jagannathan. "Design and Operational Performance of Double Crossover Intersection and Diverging Diamond Interchange." Transportation Research Record: Journal of the Transportation Research Board 1912, no. 1 (January 2005): 31–38. http://dx.doi.org/10.1177/0361198105191200104.
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Transportation planners and traffic engineers are facing the challenge of inventing ways to mitigate congestion during the peak hours. Alleviating delays and improving safety for passengers and pedestrians are the primary motives. One way of achieving these objectives is to search for alternative intersection and interchange designs. This paper presents the results of a study on two new alternate designs: double crossover intersection and diverging diamond interchange. These designs were studied for different traffic scenarios with the use of traffic simulation, and the results showed better performance during peak hours than that of similar corresponding conventional designs. Better performance includes better level of service, shorter delays, smaller queues, and higher throughput.
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Bonneson, James A., and Karl Zimmerman. "Interchange Critical Movement Analysis for Planning and Preliminary Design Applications." Transportation Research Record: Journal of the Transportation Research Board 1920, no. 1 (January 2005): 1–12. http://dx.doi.org/10.1177/0361198105192000101.
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A procedure that can be used to compare a variety of common interchange types or make decisions about their design is described. The technique is based on the critical movement analysis approach traditionally used for signalized intersection analysis. This approach defines the rules for quantifying the sum of critical flow ratios for various interchange types. The concept of interchange delay is defined, and an equation for quantifying it is described. Simulation data are used to calibrate a series of models that relate the sum of critical flow ratio to interchange delay. A procedure that describes how these models can be used to obtain a quick estimate of the delay associated with a particular interchange type, given specific volume levels, lane assignments, and ramp separation distances, is documented.
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Claros, Boris, Praveen Edara, and Carlos Sun. "Safety Effect of Diverging Diamond Interchanges on Adjacent Roadway Facilities." Transportation Research Record: Journal of the Transportation Research Board 2618, no. 1 (January 2017): 78–90. http://dx.doi.org/10.3141/2618-08.
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Recent evidence has shown that the diverging diamond interchange (DDI) design improves the safety of the ramp terminals and the overall safety of the interchange. What is still not known is the safety effect that a DDI has on adjacent intersections and the speed-change lanes (SCLs) at freeway entrances and exits. This study addressed this void by examining DDI installations in Missouri. The early and many DDI implementations in Missouri provided a rich data set with which to conduct this study. Twelve major signalized intersections adjacent to the DDI ramp terminals were examined. Thirty-two SCL facilities, 16 freeway entrances, and 16 exits from 11 DDI sites also were examined. A manual review was done to assign 4,073 crash reports to corresponding facilities. The empirical Bayes (EB) method was used to estimate the safety effect of the DDI on adjacent facilities. No evidence showed that the DDI design had any effect, positive or negative, on the crashes that occurred at the entrance or exit SCLs. After DDI implementation, the changes were not statistically significant for SCL crash frequency, property damage only (PDO) crashes, and total crashes. For signalized intersections next to the DDI ramp terminals, the EB analysis showed a 6.5% decrease in fatalities and injuries, which was not statistically significant. The analysis also showed a 19.5% increase in PDO and a 12% increase in total crashes, albeit statistically significant only at the 90% confidence level. In summary, no strong evidence was found that DDIs affected safety, either negatively or positively, on adjacent SCLs or intersections.
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Cherednichenko, Kostiantyn. "URBAN TRANSPORT NETWORK OPTIMIZATION MODELING IN INTEGRATED TRANSPORT SYSTEMS." Dorogi i mosti 2022, no. 25 (March 17, 2022): 259–69. http://dx.doi.org/10.36100/dorogimosti2022.25.259.
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Abstract In world practice, one of the main features of integrated transport systems, is the delivery of goods "door-to-door", which is impossible without the road transport is being used at the final stage of transportation. Today, the situation on the Ukrainian roads has a negative trend in terms of traffic jams and accidents, which creates a risk of delay or damage to freight during the transportation process. The problem is how to optimize the urban transport network to meet the growing demand for transportation and reduce traffic congestion. Purpose. Investigate the root causes of traffic congestion and develop a tool in order to optimize the city network on the example of a traffic interchange. Analytical and experimental with the use of computer 3D-simulation. For a practical demonstration, a model of one of the most problematic, from the point of view of traffic jams, transport interchanges in Kyiv, was developed. An optimization experiment was conducted, which demonstrated an increase in interchange capacity by 26,2% and reduction in average transportation time by 60, 47%. It is a difficult task to optimizing the transport network, because if you conduct an experiment with a real system, any changes could be catastrophic. In addition, it is necessary to anticipate the growth of traffic, take into account the economic, territorial and industrial characteristics of settlements. The research clearly demonstrates the possibilities of simulation computer modeling in this aspect. The purposed solution allows to optimize the city transport network without significant investment, and could reduce the risk of accidents, financial and time costs for transportation of goods by city in the global aspect. Keywords: freight transport, intersections, integrated transport systems, urban transport network, optimization, imitation modeling.
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Tian, Zong, Thomas Urbanik, and Reed Gibby. "Application of Diamond Interchange Control Strategies at Closely Spaced Intersections." Transportation Research Record: Journal of the Transportation Research Board 2035, no. 1 (January 2007): 32–39. http://dx.doi.org/10.3141/2035-04.
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Wibisono, Endro. "Analisa Dampak Lalu Lintas Jalan Tambak Osowilangun Akibat Pembangunan Teluk Lamong Surabaya." UKaRsT 4, no. 1 (April 29, 2020): 69. http://dx.doi.org/10.30737/ukarst.v4i1.690.
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The development of the area in the Lamong Bay Surabaya which includes: Causeway, Connecting Bridge, Interchange Area, Container Yard, Pier is being carried out by the city government, this is one of the developments of land use that will give a direct influence on the surrounding traffic. Traffic problems can assume because of the large traffic flow in the area. The purpose of this study was to determine the magnitude of trip generation/attraction due to the construction of the Teluk Lamong port on Jalan Tambak Osowilangun, Surabaya. Predicting traffic performance on several roads and intersections around the study site (Jalan Tambak Osowilangun Surabaya) in 2020 (when the Teluk Lamong Port starts operating. The method for analyzing trip generation of vehicles entering and exiting the Teluk Lamong Port uses linear regression analysis of the relationship between volumes vehicle traffic in and out of an analog building with several variables/parameters that are thought to affect trip generation at Tanjung Perak Harbor as an analog port building. 1,626. This shows a very saturated condition, while at the intersection of Father Kalisari, the DS intersection is 1.10.Pembangunan kawasan di Teluk Lamong Surabaya yang meliputi Causeway, Jembatan Penghubung, Interchange Area, Container Yard, Dermaga sedang dilakukan pemerintah kota, hal ini merupakan salah satu pengembangan tata guna lahan yang akan memberi pengaruh langsung terhadap lalu lintas disekitarnya. Permasalahan lalu lintas dapat di asumsikan karena adanya arus lalu lintas yang cukup besar di daerah tersebut. Tujuan penelitian ini adalah untuk mengetahui besarnya bangkitan/tarikan perjalanan akibat pembangunan pelabuhan Teluk Lamong di Jalan Tambak Osowilangun Surabaya. Memprediksi kinerja lalu lintas di beberapa ruas jalan dan simpang di sekitar lokasi studi (Jalan Tambak Osowilangun Surabaya) tahun 2020 (saat Pelabuhan Teluk Lamong mulai beroperasi. Metode untuk analisis bangkitan perjalanan kendaraan yang masuk dan keluar Pelabuhan Teluk Lamong menggunakan analisis regresi linear hubungan antara volume lalu lintas kendaraan yang keluar dan masuk suatu bangunan analog dengan beberapa variabel/parameter yang diduga mempengaruhi bangkitan perjalanan di Pelabuhan Tanjung Perak sebagai bangunan pelabuhan analog kinerja persimpangan Margomulyo yang memiliki DS terbesar adalah dari arah Gresik (Romo Kalisari) menuju ke Surabaya (Kalianak), yaitu sebesar 1,626. Hal ini menunjukkan kondisi yang sangat jenuh. Sedangkan pada persimpangan Romo Kalisari, DS simpang sebesar 1,10.
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Terpogosova, T. T. "RESEARCH OF PASSENGER TRAFFIC IN THE TRANSPORT INTERCHANGE HUB." System analysis and logistics 2, no. 32 (June 2022): 88–96. http://dx.doi.org/10.31799/2077-5687-2022-2-88-96.
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The article discusses and defines the main components of the transport-retuned node «Zvezdnaya». The analysis of traffic flows at the intersection of streets as part of the TPU is carried out. Also, the statistics of the traffic congestion of the TPU with passenger flows are presented. In particular, the characteristics of transport and passenger flows are described. To study the congestion of the metro lobby station, a simulation model of the queuing system in the AnyLogic environment has been implemented.
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Zhou, Qi, and Zhilin Li. "Experimental Analysis of Various Types of Road Intersections for Interchange Detection." Transactions in GIS 19, no. 1 (February 28, 2014): 19–41. http://dx.doi.org/10.1111/tgis.12077.
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Dwirahmawati, Farida, Nizar Nasrullah, and Bambang Sulistyantara. "ANALISIS PERUBAHAN KONSENTRASI NITROGEN DIOKSIDA (NO2) PADA AREA BERVEGETASI DAN TIDAK BERVEGETASI DI JALAN SIMPANG SUSUN." Jurnal Lanskap Indonesia 10, no. 1 (July 12, 2018): 13–18. http://dx.doi.org/10.29244/jli.v10i1.18356.
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The Interchange of highway is the intersection of several roads that consists of numerous road levels. It causes great number of traffic volume and releases vast pollutant quantities. This research objective were to analyze the influence of wind speed and traffic volume with NO2 concentrations at the surrounding of the interchange road. Researches were conducted at Cikunir interchange, between JORR E1 (Taman Mini-Cikunir segment), JORR E2 (Cikunir-Cakung), and Jakarta-Cikampek toll road. Concentration of NO2 gas was measured at the point of 0 m, 10 m, and 75 m from the shoulder in the green belt plot and in the plot having no green belt. The results showed that there is a significant correlation between traffic volume with ambient NO2 concentration. The correlation level between the volume of vehicle with NO2 concentration is 0.925 (very strong). Wind speed did not have a significant correlation with NO2 concentrations. Volume of vehicles and wind speed simultaneously (together) have a significant correlation on the NO2 concentration.
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Flannery, Aimee, Lily Elefteriadou, Paul Koza, and John McFadden. "Safety, Delay, and Capacity of Single-Lane Roundabouts in the United States." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 63–70. http://dx.doi.org/10.3141/1646-08.
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Roundabouts are a form of at-grade intersection control that is used frequently around the world and is becoming popular in the United States. Roundabouts are being used to replace two-way and all-way stopcontrolled intersections and traffic signals in the United States. Roundabouts have also been used recently in Vail, Colorado, to improve an existing stop-controlled freeway interchange system. In this study, five single-lane roundabouts are studied to assess their safety and operational performance. All five sites were stop-controlled before roundabouts were installed, and overall the sites experienced a reduction in accident frequencies, rates, and also control delay. Aside from a review of safety and delay data before and after installation of the roundabouts, this study includes a comparison of field-measured control delay with that predicted by SIDRA, an analytically based software package that can analyze at-grade sign- and signal-controlled intersections as well as roundabouts. This study will help agencies better understand their ability to predict delay at American roundabouts. Finally, findings are presented regarding the accuracy of the roundabout capacity model contained in the 1997 update to Chapter 10 of the Highway Capacity Manual. Because of the lack of roundabout entries that are operating at capacity in the United States, an approximation of potential capacity based on available gaps in the circulating stream was made. These findings indicate that the manual may be optimistic in its prediction of capacity for single-lane roundabouts in the United States; however, it should be noted that the lack of roundabout entries operating under capacity in the United States only allows for an approximation of field capacity to be made at this time.
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Kuku, A. I., M. I. Ramli, and S. Rauf. "Engineering and Traffic Management Study for the Operation of the Makassar Elevated Toll Road." IOP Conference Series: Earth and Environmental Science 1117, no. 1 (December 1, 2022): 012074. http://dx.doi.org/10.1088/1755-1315/1117/1/012074.
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Abstract The development of the area, especially the city of Makassar, has a significant impact on traffic activities which causes traffic problems. For this reason, this study aims to see how much influence the operation of the Makassar elevated toll road has on the surrounding traffic, especially at the intersection of Jln. A.P. Pettarani - Jln. Boulevard and Jln A.P. Pettarani - Jln. Let. Jend. Hertasning. The data required in this study include surveys of traffic volume, vehicle speed, queue length, and geometric road data conducted on Tuesdays, Wednesdays, Saturdays, and Sundays, with survey periods starting at 07.00 – 09.00, 12.00 – 14.00, and 16.00 – 18.00. Engineering studies in the form of traffic simulations using vision software. From the results of traffic simulations on Wednesday, there were three intersections with the most significant queue length occurring at 16.00-18.00, namely the Boulevard short of 273.85 meters on Wednesday and 222.71 meters on Saturday. The application of a traffic design with an alternative change in traffic signal time at the A.P. Pettarani-Boulevard interchange was reduced by 26.21 meters and 23.75 meters from the existing conditions on Wednesday and Saturday. And for the alternative application of changing the direction of traffic movement at the A.P. Pettarani – Let. Jend. Hertasning, the decrease in the length of vehicle queues on Boulevard short was 21.31 meters and 17.56 from the existing conditions on Wednesday and Saturday.
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Zheng, Wei, and Lin Gao. "Study on the Affects of Partition of the Parallel and Cross Tunnel Adjacent Construction." Advanced Materials Research 989-994 (July 2014): 954–57. http://dx.doi.org/10.4028/www.scientific.net/amr.989-994.954.
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This paper was based on the parallel and cross section on the east coast of Xiangjiang river crossing tunnel on Yingpan road in Changsha City, and studied on the affects of partition of it adjacent construction. The conclusions were drawn as followings: When the vertical spacing is larger than 4D, it didn’t need to consider the influence of vertical spacing on parallel interchange tunnels close construction, can be considered as two parallel tunnels. And when the level spacing is larger than 4D, it didn’t need to consider the influence of level spacing on parallel interchange tunnels close construction, can be considered as two intersecting tunnels.
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Peng, Yun, Wenyuan Wang, Xinglu Xu, Modi Chen, Xiangqun Song, and Xiangda Li. "A Simulation-Based Dynamic Programming Method for Interchange Scheduling of Port Collecting and Distributing Network." Journal of Advanced Transportation 2018 (August 6, 2018): 1–17. http://dx.doi.org/10.1155/2018/4805250.
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As one of the effective methods to reduce congestion, grade intersection has already been changed to interchange in port collecting and distributing network (PCDN) of many Chinese ports, since the first interchange was built in the PCDN of Dalian port in 1924. Due to the growing demand for port freight transportation, congestion in PCDN is becoming one of the inevitable problems that need to be solved. This paper addresses the best interchange scheduling multistage decision problem in PCDN at a network level. The main challenges are how to estimate the delay time and cope with high uncertainties in port network and PCDN. Therefore, a simulation-based dynamic programming (DP) model is proposed with the purpose of minimizing total cost in lifetime period by combining a DP model and two nested simulation models together. Two simulation models are built to figure out the delay cost in the optimization model, which cannot be calculated by mathematical analysis due to complex vehicle travel patterns and irregular traffic volume caused by random events, such as the arrival pattern of ships’, natural conditions, and storage period of cargos. Finally, a real project in northern China is presented as a case study. The proposed method can be applied in similar cases and can help solve analogous complicated multistage problems.
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Al adday, Feras. "Re-Evaluating Elements of an Existing Multi-Level Intersection: Naur Interchange as a Case Study." International Journal of Engineering Research and Technology 13, no. 8 (August 31, 2020): 1847. http://dx.doi.org/10.37624/ijert/13.8.2020.1847-1853.
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