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Статті в журналах з теми "Roads Victoria Interchanges and intersections"
1
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.
Повний текст джерелаАнотація:
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.
2
Tracz, Marian, and Mariusz Kieć. "Operational problems of 2+1 bypass road sections." Archives of Transport 38, no. 2 (June 30, 2016): 79–89. http://dx.doi.org/10.5604/08669546.1218797.
Повний текст джерелаАнотація:
The paper presents several problems of designing trunk-road bypasses of towns, which can be very helpful in improving their traffic performance. Such roads perform supplementary functions to the operation of network of motorways and express-roads constructed in Poland over the last decade. These problems include: selection of the cross section, selection and design of intersections and interchanges on bypasses, safety and traffic operation problems. The authors highlight the advantages of bypasses and point out some errors, which can be seen in the operation stage, basing on research and observation of 8 bypasses. In the paper traffic operation and road safety analyses for Zyrardow bypass are presented. The final part of the paper gives conclusions and recommendations for 2+1 bypass use and design.
3
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.
Повний текст джерелаАнотація:
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.
4
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.
Повний текст джерелаАнотація:
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.
5
Liu, Fabao, Xingli Jia, Wenbin Li, Ao Du, and Dang Wang. "Analysis of Land Surface Temperature Evolution Based on Regional Road Scope." Advances in Civil Engineering 2020 (August 12, 2020): 1–15. http://dx.doi.org/10.1155/2020/4350787.
Повний текст джерелаАнотація:
To balance sustainable road construction and environmental impact, intrinsic relationships between regional road networks and land surface temperature (LST) along the roads must be examined. In this study, we hypothesize that expanding road networks can affect the LST within a given region. Thus, we determined the influence of varying road grades on the surrounding LST. Using an improved single-window algorithm with reasonably adjusted water vapor parameters, LST data for the relevant areas were extracted from Landsat 8 data. Analyzing these data revealed that, in the improved single-window algorithm, the MOD05 L2 water vapor parameter could obtain results, indicating that road grades are positively correlated with LST changes when road network mileage is increased. In addition, we found that LST was increased by highways and low-grade roads over distances of 180 m and 150 m compared with the surrounding area, respectively. Furthermore, LST was affected by road interchanges over a distance of 300 m and by intersections formed by low-grade roads over 150 m; both have a linear nonuniform influence on the propagation models. Finally, we determined that different highways in the LST radiation range can interact to form an LST concentration zone, resulting in further LST increases.
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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.
Повний текст джерелаАнотація:
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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Haworth, Narelle, Matthew Legge, Divera Twisk, Jennifer Bonham, Tyler O’Hare, and Marilyn Johnson. "Young Driver Crashes with Cyclists: Identifying Training Opportunities." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 12 (June 29, 2019): 679–89. http://dx.doi.org/10.1177/0361198119860118.
Повний текст джерелаАнотація:
To understand where driver training should focus to contribute to improving the safety of cyclists, this study compared bicycle-motor-vehicle (BMV) crashes involving novice drivers (under 25 years) with those involving experienced drivers in the Australian states of Victoria, Queensland, and South Australia. Novice drivers were involved in only a small proportion of BMV crashes and were not over-represented on a per-license basis. For both driver groups, most crashes happened on lower speed roads, at intersections, and during the day. In contrast to expectations, the distribution of types of BMV crashes differed little between experienced and novice drivers. The absence of major differences between experienced and novice drivers may result from learning opportunities being too infrequent in low-volume cycling countries, but this hypothesis needs further testing. A comparison between Queensland and Victoria showed three situations with a higher proportion of young driver crashes: in the evening in both states, Right through-opposing directions (Victoria only), and From footway-maneuvering (Queensland only). These patterns are likely to be indicative of young driver experiences. When their time on the road increases, so does their exposure to risk and to challenging driving conditions (e.g., driving in darkness). On the other hand, these patterns may also point to effects of legislation on young driver crashes, for instance cycling on the sidewalk in Queensland. The results suggest that training for novice drivers needs to supplement a wider strategy to improve cyclist safety (including infrastructure and traffic management improvements) and that training needs to be tailored to state-specific conditions.
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Billah, Khondoker, Hatim O. Sharif, and Samer Dessouky. "How Gender Affects Motor Vehicle Crashes: A Case Study from San Antonio, Texas." Sustainability 14, no. 12 (June 8, 2022): 7023. http://dx.doi.org/10.3390/su14127023.
Повний текст джерелаАнотація:
Traffic crashes are among the leading causes of injuries and fatalities worldwide. The main assumption of this study is that traffic crash rates, injury severity, and driving behaviors differ by the driver’s gender. Utilizing ten years (2011–2020) of data from the Texas Crash Record and Information System database, this study investigates how some of the most prominent driving behaviors leading to crashes and severe injuries (distracted driving, speeding, lane departure, and driving under influence) vary by gender in San Antonio, Texas. The spatial distribution of crashes associated with these driving behaviors by gender is also investigated, as well as the influence of some environmental and temporal variables on crash frequency and injury severity. This study adopted bivariate analysis and logistic regression modeling to identify the effect of different variables on crash occurrence and severity by gender. Male drivers were more likely to be involved in a speeding/DUI/lane departure-related crash and subsequent severe injuries. However, female drivers were slightly more associated with distracted-driving crashes and subsequent injuries. Nighttime, interstate/highway roads, the weekend period, and divider/marked lanes as the primary traffic control significantly increased the crash and injury risk of male drivers. Driving behavior-related crashes were mostly concentrated on some interstate road segments, major intersections, and interchanges. The results from this study can be used by authorities and policy-makers to prioritize the use of limited resources, and to run more effective education campaigns to a targeted audience.
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BASSAN, Shy. "Empirical modeling of the relationship between decision sight distance and stopping sight distance based on AASHTO." Archives of Transport 4, no. 48 (December 31, 2018): 7–25. http://dx.doi.org/10.5604/01.3001.0012.8362.
Повний текст джерелаАнотація:
The paper introduces implementation of highways' stopping sight distance (SSD) and decision sight distance (DSD) based on AASHTO modeling assumptions. SSD characterizes the necessary distance for highway vehicles to stop safely in front from an obstacle. SSD is a function of vehicle speed, perception reaction time, deceleration rate, and grade based on AASHTO and most highway design international guidelines. The deceleration rate which is assumed constant (3.4 m/sec2) based on AASHTO 2011 is generally controlled by the friction coefficient depending on the road surface conditions. A driver's demanded deceleration rate may not exceed the range of friction coefficient according to various pavement conditions. Although SSD is generally sufficient to allow skilled and alert drivers to the stop their vehicles under regular situations, this distance is insufficient when information is difficult to comprehend. A DSD should be provided in highways geometric design when the driver is required to detect an unexpected or difficult to perceive information source. Interchanges (specifically exit ramps) and intersections, and required changing in driver direction of travel, changes in the basic cross section such as toll plaza, lane drop, are typical scenarios where driver needs DSD in the safety manner. The introduction of the two sight distance types (SSD and DSD) is a perquisite for empirical modeling of the relationship between DSD and SSD. The modeling refers to DSD for rural highways, suburban roads, and urban roads based on AASHTO models. Specifically the paper covers DSD three avoidance maneuver types of stopping (types A, A1, B) and three maneuver types of speed, path, and direction changing (types C,D, E) for the three roadway categories. The major parameters that control these avoidance types are pre-maneuver times, and pre-maneuver plus maneuver times. The empirical relationship proposed in this study simplifies the process of evaluating the decision sight distance based on stopping sight distance record, based on AASHTO models, without the need of strenuous estimation of the DSD model maneuver and deceleration parameters. Such a simplified correlation has not been found in the literature except a rough approximation documented in the British highway design guidelines.
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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.
Повний текст джерелаАнотація:
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.
Дисертації з теми "Roads Victoria Interchanges and intersections"
1
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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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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3
Pretorius, Pieter. "Delay in networks of signalised intersections." Thesis, Queensland University of Technology, 2001.
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4
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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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.
Повний текст джерелаАнотація:
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
7
Hecht, Marie B. "A comparison of Bayesian and classical statistical techniques used to identify hazardous traffic intersections." Thesis, The University of Arizona, 1988. http://hdl.handle.net/10150/276795.
Повний текст джерелаАнотація:
The accident rate at an intersection is one attribute used to evaluate the hazard associated with the intersection. Two techniques traditionally used to make such evaluations are the rate-quality technique and a technique based on the confidence interval of classical statistics. Both of these techniques label intersections as hazardous if their accident rate is greater than some critical accident rate determined by the technique. An alternative technique is one based on a Bayesian analysis of available accident number and traffic volume data. In contrast to the two classic techniques, the Bayesian technique identifies an intersection as hazardous based on a probabilistic assessment of accident rates. The goal of this thesis is to test and compare the ability of the three techniques to accurately identify traffic intersections known to be hazardous. Test data is generated from an empirical distribution of accident rates. The techniques are then applied to the generated data and compared based on the simulation results.
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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.
Повний текст джерелаАнотація:
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.
Повний текст джерелаАнотація:
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.
10
Ale, Gom Bahadur. "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. https://hdl.handle.net/10365/26510.
Повний текст джерелаАнотація:
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.
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.
Книги з теми "Roads Victoria Interchanges and intersections"
1
Devlin, J. Geometric design guidelines: Intersections at grade. Dublin: National Roads Authority, 1986.
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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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Reid, Jonathan. Median U-turn intersection informational guide. Washington, D.C: U.S. Department of Transportation, Federal Highway Administration, 2014.
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4
J, Messer Carroll, American Association of State Highway and Transportation Officials., and United States. Federal Highway Administration., eds. Single point urban interchange design and operations analysis. Washington, D.C: Transportation Research Board, National Research Council, 1991.
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Montana. Dept. of Highways. Department of Highways, IR 90-8(114)443, Shiloh Road Interchange. Helena, Mont: Dept. of Highways, 1989.
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Highways, Montana Dept of. Department of Highways, IR 90-8(111)446, West Billings interchange. Helena, Mont: Dept. of Highways, 1989.
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Pline, James L. Left-turn treatments at intersections. Washington, D.C: National Academy Press, 1996.
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8
Margaret, Gibbs. Illumination of isolated rural intersections. Ottawa: Transportation Association of Canada, 2001.
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Leisch, Joel P. Freeway and interchange geometric design handbook. Edited by Mason John M. 1950-. Washington, DC: Institute of Transportation Engineers, 2005.
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Montana. Department of Transportation. River Drive, 9th to 15th Streets North, M 5205(7), Great Falls, Cascade County, Montana, federal aid urban route (FAU) 5205. Helena, Mont: Dept. of Transportation?, 1993.
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