Minimum Merging Section Lengths for Triple Left-Turn Lanes with Downstream Lane Reductions
|
|
- Magnus Dixon
- 7 years ago
- Views:
Transcription
1 Minimum Merging Section Lengths for Triple Left-Turn Lanes with Downstream Lane Reductions THIS PAPER, WHICH WON THE ITE STUDENT PAPER AWARD IN 2000, DISCUSSES TRIPLE LEFT TURNS, AN ALTERNATIVE TO HANDLING AT-GRADE SIGNALIZED INTERSECTIONS WITH SEVERE LEFT-TURN CAPACITY AND OPERATIONAL PROBLEMS. BY QIONG JOAN SHEN INCREASING TRAVEL DEMANDS on urban streets not only proportionately increase left-turn volumes, but also make left turns more difficult due to increased opposing traffic. Further, mid-block turning traffic will continue to be shifted to downstream intersections as both medians and median openings become more restrictive under stricter access control. With increasing left-turn demands and decreasing left-turn opportunities comes the need for higher left-turn capacities. Installation of triple left turns in lieu of double left turns has been introduced as a solution to relieving congestion at signalized intersections that serve heavy left-turn traffic. 1 A triple left turn allows three lanes of vehicles to turn left simultaneously during a usually protected left-turn phase. Studies have consistently shown that triple left turns significantly increased left-turn capacities. A study of five triple left-turn sites in California recorded a high average saturation flow rate of 1,928 vehicles per hour of green per lane (vphgpl). 1,2 A more recent Institute of Transportation Engineers (ITE) study of 17 triple left-turn sites reported an average saturation flow rate of 1,830 vphgpl. 1,3 In Florida, a study of two triple left-turn sites in Broward County recommended the use of triple left turns as a solution to inadequate left-turn capacities. 1,4 Since a triple left turn involves traffic from three left-turn lanes moving downstream simultaneously, its downstream roadway must have at least three lanes. Where the downstream roadway has only two lanes, a triple left turn may be installed by including a transitioning three-lane section on the two-lane facility, creating essentially a merging section with a lane-drop condition some place downstream. The length of this merging section is measured from the beginning of the departing approach downstream of the triple left turn to the beginning of the lane-drop location, excluding the lane-drop taper section. Figure 1 shows an example of such a geometric configuration and the associated merging section. In this case, the triple left turn is installed at a ramp terminal either to shorten the required left-turn green phase or to prevent traffic from backing up onto the freeway, or both. When the merging section is not sufficiently long, vehicles traveling on the lane being dropped will be forced to slow down, stop, or perform unsafe merging maneuvers, resulting in undesirable traffic operational and safety problems. The provision of sufficient merging distance is thus highly important. The most comprehensive guidelines to date for triple left turns have been developed by Ackeret based on data from triple left-turn sites in Las Vegas, NV, USA. 5 Ackeret s guidelines did not include minimum merging lengths at triple left turns with downstream lane reductions. This paper describes a study sponsored by the Florida Department of Transportation (FDOT) to address, among others, this particular need. The establishment of such guidelines would allow triple left turns to be properly designed and installed at locations where they are warranted. The next section provides an overview of the methodology applied in this study to develop models to determine the minimum merging section lengths based on data generated by simulation models. Critical variables considered in the simulation models are introduced in the two subsequent sections. The simulation modeling process is then described in detail, followed by the method used to determine tabulated guidelines for minimum merging section lengths. The last section summarizes and concludes this paper. 40 ITE JOURNAL / MARCH 2001
2 METHODOLOGY OVERVIEW The methodology designed to accomplish the objective of this study consists of the following five major steps: 1. Select the appropriate measure of effectiveness (MOE) (i.e., the dependent variable) for measuring the quality of traffic flow at the downstream merging section. 2. Identify the independent variables, including the design control variable (i.e., the merging section length) and other variables expected to have an impact on the MOE. 3. Develop simulation models to simulate the effects of the independent variables on the MOE. 4. Establish the mathematical relationships between the MOE and the independent variables. 5. Determine the minimum merging section lengths required for various traffic and signal conditions. The following sections describe each of these steps in detail. MEASURE OF EFFECTIVENESS Potential MOEs for measuring the quality of traffic flow at merging sections include average delay, vehicle stops and average speed. It is reasonable to assume that favorable MOE values will lead to better safety experience at the merging sections. Average delay in seconds per vehicle was selected over vehicle stops because the latter does not consider the effects of vehicular slowdowns on flow quality. Although both average delay and average speed can be used in this study, only one is needed since the two are highly correlated. Average delay was selected for its popularity as a MOE for urban street-design evaluation. INDEPENDENT VARIABLES The independent variables include both the design control variable (i.e., the merging section length) and other variables that significantly affect the average delay. As the merging section length increases, the average delay experienced by vehicles traveling on the section is expected to decrease. Variables expected to affect the average delay include the length of the left-turn green time, the percentage of heavy vehicles in the leftturning traffic stream and the design freeflow speed of the downstream roadway. The length of the left-turn green phase affects the size of the vehicle platoon moving downstream from the triple left turn. As the green time increases, longer merging section lengths will be needed to increase capacity to serve larger platoons. Heavy vehicles in the traffic stream will cause higher average delays due to their larger vehicle sizes and lower acceleration rates. The effects of design free-flow speed on average delay are less obvious. It is expected that, as the design free-flow speed increases to a certain level, heavy vehicles will be unable to accelerate fast enough to reach the design free-flow speed, causing delay not only to themselves but also other vehicles in the traffic stream. SIMULATION MODELING After the MOE and the potential contributing variables are identified, the next step is to determine the relationships among the variables. Since triple left turns with downstream lane reductions did not exist, no field data could be collected to synthesize these relationships empirically. Empirical modeling based on simulated data became the only logical and feasible approach to establishing the relationships. Simulation Tool CORSIM (CORridor SIMulation) was used as the traffic simulator to simulate the different scenarios and to obtain the corresponding MOE. Developed and supported by the Federal Highway Administration, CORSIM is a stochastic, microscopic simulation model consisting of the NETSIM and FRESIM submodels for modeling street and freeway networks, respectively. 6 The CORSIM model was designed to represent traffic flow on a roadway system using commonly accepted driver and vehicle behavior models. COR- SIM is well recognized for its sophisticated algorithms for car-following and lanechanging models and is able to analyze a wide range of traffic, geometric and control conditions. CORSIM also produces a rich set of MOEs that include delay, travel time, speed, stops, queue time, stop time, queue length and fuel consumption. In addition, CORSIM comes with the TRAFVU visualization program that can dynamically display the actual traffic operations of a simulation model. 7 Figure 1. Triple left-turn lanes serving heavy left turns at ramp terminal. Network Coding Roadway networks are represented in CORSIM by nodes and links. Each link represents one direction of a street, which is defined in terms of the node at each end. A node usually represents an intersection but can also represent a location where the roadway conditions change (in which case, it is referred to as a dummy node). Figure 2 shows the link-node diagram of the base network used in this study as displayed in ITRAF a graphical program designed to facilitate the creation of CORSIM input files. 8 In this network, node 1 is the main intersection with a triple left turn installed on the approach represented by link (2,1). Nodes 8001, 8002 and 8003 are entry nodes that are used to form entry links, which are used mainly to specify the approach volumes. Nodes 2, 3 and 5 are nodes that are used to define the various intersection approaches. To meet the specific needs of this study, the following model features were coded into the base network: 1. Since NETSIM does not explicitly model lane drops, a lane-drop condition was created by including a dummy node at the desired lane-drop location and dropping the number of lanes from three to two at the dummy node. The dummy node is shown as node 4 in Figure 2. Accordingly, links (1,4) and (4,5) are assigned with three and two lanes, respectively. 2. Since the required merging section lengths are minimum values, the triple left turn was coded with leftturn volumes that ensure no unused left-turn green times for all three left-turn lanes. 3. Since NETSIM outputs MOE values for individual links, links (1,4) and ITE JOURNAL / MARCH
3 Figure 2. Link-node diagram of base network. (4,5) were aggregated to obtain the combined average delay for the roadway segment represented by nodes 1 and 5. Note that the length of this (1,5) roadway segment remains the same for all simulation runs. The various merging section lengths were simulated by moving node 4 along the (1,5) roadway segment. 4. Only the triple left-turn lanes were assigned traffic volumes to ensure that the aggregated delay values from links (1,4) and (4,5) resulted from only the triple left-turn vehicles. Simulation Runs After the CORSIM input file for the base network was coded, simulation runs for different scenarios could be performed by modifying the base input file. Table 1 shows the independent variables and the corresponding iteration range and increment for each variable. As indicated, a total of 1,890 simulation scenarios were considered. Table 1. Simulation scenarios. Variable Lower bound Upper bound Increment Frequency Merging section length (ft.) Green time (s) Percentage of heavy vehicles Downstream free-flow speed (mph) Total scenarios 1,890 Because of the stochastic nature of simulation models, each simulation run may produce significantly different results, depending on the random number of seeds used. Most simulation studies have used between five to 10 simulation replications. For this study, 10 replications were performed for each scenario, resulting in a total of 18,900 simulation runs. The average delay values from the 10 replications were averaged to obtain the final average delay for each scenario. Each simulation run was based on a 30- minute simulation time. Due to the large number of simulation runs involved, a computer program was developed to repeat the following steps automatically: 1. Read the input file for the base network. 2. Modify the base input file for a (new) specific scenario. 3.Run CORSIM for the specific scenario. 4. Read the CORSIM output file and extract the aggregated average delay value. 5. Repeat steps 3 and 4 for 10 different random number seeds. 6. Average the average delay values resulting from the 10 replications. 7. Save the values for all dependent and independent variables to a file. 8. Repeat steps 2 through 7 until all scenarios are simulated. This automated procedure allowed the complete process to be repeated, which was important because several model finetunings were needed during the model development process. Note that in step 3, a shell program called RunCOR 9 was used to execute CORSIM in the batch mode (i.e., command-line executable). RunCOR allowed CORSIM to be executed without the original TSIS shell program. Although TSIS comes with the scripting feature that allows multiple CORSIM runs to be executed continuously, steps 4 through 7 cannot be included in the script. Simulation Outputs The final output file from the automated procedure contains simulated results for average delay, merging section length, percent of heavy vehicles, green time and downstream free-flow speed. To model the relationships among these five variables, data for three of the variables were plotted individually, resulting in a total of 18 plots. Figure 3 shows a line plot for average delay against merging section length for various percentages of heavy vehicles at 10-second (s) green time and 45-mile-per-hour (mph) downstream freeflow speed. The relationships show that, as expected, the average vehicle delay decreases as the merging section length increases, and increases as the percentage of heavy vehicles increases. MINIMUM MERGING SECTION LENGTHS It can be observed in Figure 3 that the decrease in the average delay diminishes and eventually reaches a plateau where increasing the merging section length no longer significantly reduces the average delay. This suggests that the logical minimum merging section length should be one that corresponds to the transition point (i.e., where the line begins to turn flat). 42 ITE JOURNAL / MARCH 2001
4 Curve Fitting To help identify the transition points for all the lines more accurately and consistently, a curve was fitted through each line using the SPSS statistical package. A number of fitting functions were attempted. The shifted inverse function, defined as follows, was found to fit the lines the best: Average Delay 1 = 0 + (MSL where MSL is the merging section length and β 0, β 1 and β 2 are the regression coefficients. Figure 4 shows the fitted curves for the lines in Figure 3. Since the minimum lengths to be adopted are not likely to occur at the lower range of the x-axis of which the average delays are relatively high, the lower-range portion of the lines were excluded from the curve fitting. The exclusion has the benefit of improving the overall goodness-of-fit of the curves. The fitted curve for the line for 0 percent heavy vehicles (HV) in Figure 4, for example, is described by the following fitted formula: Average Delay = (MSL ) 2 ) Average delay (s/vehicle) Figure 3. Line plot for average delay (green time = 10 s; downstream free-flow speed = 45 mph). Average delay (s/vehicle) Merging section length (ft.) for MSL 125 ft. Determination of Initial Minimum Merging Section Lengths After all the fitted curves were found, their knee (i.e., the area of which the slope of the curve changes from sharp to flat) can be identified more easily and a standard slope can be adopted and applied to all curves. For design purposes, a more conservative value that corresponds to the lower end of the knee area was used. Accordingly, the minimum merging section length for the 0 percent HV curve was determined to be at about 200 feet (ft.). The slope corresponding to this 200-foot merging section length was computed as This slope was then used as the standard slope to determine the corresponding minimum merging section length for each of the other curves. For example, the minimum merging section length for the 5 percent HV curve can easily be shown to follow this equation: Figure 4. Fitted curves for lines in Figure 3. 1 MSL = where β 0 and β 1 are the regression coefficients for the 5 percent HV curve. The minimum merging section lengths for other green times and downstream freeflow speeds were similarly determined. All of the minimum merging section lengths were first scatter-plotted, as are shown with dotted points in Figure 5 for 45 mph downstream free-flow speeds. The figure shows the minimum merging section lengths for combinations of green times and percentage of heavy vehicles for a specific downstream free-flow speed. Merging section length (ft.) Determination of Final Minimum Merging Section Lengths It was observed in Figure 5 that the minimum merging section lengths (for a specific percentage of heavy vehicles) exhibit a linear relationship with the green times. Accordingly, straight lines were drawn through the sets of points by carefully observing the overall trends within each set of points as well as among the different sets of points. This manual approach, as opposed to using the regression technique to find the bestfitted curves, is desirable for developing empirical lines that show a certain level of regularities among the lines. A good example of the use of this approach is in the development of the speed-flow ITE JOURNAL / MARCH
5 Minimum merging section length (ft.) Green time Percent of heavy vehicles (s) 0% 5% 10% 15% 20% 25% 30% Downstream free-flow speed = 35 mph Downstream free-flow speed = 45 mph Downstream free-flow speed = 55 mph curves in the Highway Capacity Manual 10 for basic freeway sections. The drawn lines are also shown in Figure 5. The final minimum merging section lengths were then determined from these lines and are tabulated in Table 2 as a look-up table. To use the table, for example, for a triple left-turn designed for a green time of 40 seconds, 10 percent left-turn heavy vehicles and 45-mph downstream free-flow speed, the look-up minimum Green time (s) Figure 5. Minimum merging section lengths (downstream free-flow speed = 45 mph). Table 2. Minimum merging section lengths. merging section length is 310 ft. It should be noted that the minimum values given in Table 2 are shorter than those for freeway merging because vehicles in this case move at a much lower average speed as they have to accelerate from a stop position. SUMMARY AND CONCLUSIONS Triple left turns have been introduced as an alternative to handling at-grade signalized intersections that have severe leftturn capacity and operational problems. However, comprehensive guidelines for the installation of triple left turns do not exist. This paper has presented a study that aims to determine the minimum merging section lengths for triple left-turn lanes with downstream lane reductions. Simulation models were successfully developed to estimate the effects of different merging section lengths on average vehicle delay under various traffic and control scenarios. The average delay experienced by vehicles traveling on the downstream roadway were modeled through curve fitting as a function of merging section length, left-turn green time, left-turn heavy vehicle percentage and downstream free-flow speed. A look-up table for determining the minimum merging section lengths was developed based on a set of linear relationships that show the minimum merging section length: Increases linearly with the left-turn green phase length; Increases at a decreasing rate with percentage of heavy vehicles; and Increases at a decreasing rate with downstream free-flow speed. Although the simulation models produce results that give very logical relationships among all of the variables considered, further studies are needed to attempt to validate the simulated results with field data when they can be collected. The safety experience of triple left turns is currently being investigated as part of the same project. All triple left-turn guidelines, including those presented in this paper, should be fine-tuned further based on findings from the safety study. ACKNOWLEDGEMENTS The Florida Department of Transportation sponsored this research through a subcontract from the University of Florida, Gainesville, FL, USA. The author would like to thank her advisor, Dr. Albert Gan, for his guidance and support. The author would also like to thank Dr. John D. Leonard of the Georgia Institute of Technology for the use of his useful RunCOR shell program. References 1. Gan, A.C., and C.E. Wallace. Effectiveness, Criteria and Guidelines of Triple Left-turn 44 ITE JOURNAL / MARCH 2001
6
Chapter Forty-seven. RURAL TWO-LANE/MULTILANE STATE HIGHWAYS (New Construction/Reconstruction) BUREAU OF DESIGN AND ENVIRONMENT MANUAL
Chapter Forty-seven RURAL TWO-LANE/MULTILANE STATE HIGHWAYS (New Construction/Reconstruction) BUREAU OF DESIGN AND ENVIRONMENT MANUAL Illinois RURAL TWO-LANE/MULTILANE STATE HIGHWAYS December 2009 2 Illinois
More informationPaul Deutsch. NDDOT Office of Project Development Conference November 9, 2010
Paul Deutsch NDDOT Office of Project Development Conference November 9, 2010 What is a Horizontal Curve? Provides a transition between two tangent lengths of roadway. PI PC PT PC (Point of Curvature at
More information88.1 Traffic Signals at Roundabouts 213
System Considerations 88.1 Traffic Signals at Roundabouts 213 8.1.1 Metered entrance 214 8.1.2 Nearby vehicular and pedestrian signals 214 8.1.3 Full signalization of the circulatory roadway 215 8.2 At-Grade
More informationSIMULATION AND EVALUATION OF THE ORLANDO- ORANGE COUNTY EXPRESSWAY AUTHORITY (OOCEA) ELECTRONIC TOLL COLLECTION PLAZAS USING TPSIM, PHASE II
Final Report SIMULATION AND EVALUATION OF THE ORLANDO- ORANGE COUNTY EXPRESSWAY AUTHORITY (OOCEA) ELECTRONIC TOLL COLLECTION PLAZAS USING TPSIM, PHASE II University of Central Florida Account No.: 494-16-21-722
More informationAuthor: Hamid A.E. Al-Jameel (Research Institute: Engineering Research Centre)
SPARC 2010 Evaluation of Car-following Models Using Field Data Author: Hamid A.E. Al-Jameel (Research Institute: Engineering Research Centre) Abstract Traffic congestion problems have been recognised as
More informationModeling Cooperative Lane-changing and Forced Merging Behavior
Modeling Cooperative Lane-changing and Forced Merging Behavior Charisma Choudhury, Anita Rao, Gunwoo Lee Advisors: Moshe Ben-Akiva, Tomer Toledo ITS Program February 10, 2006 Outline Motivation Model structure
More informationWhat is a Horizontal Curve?
Paul Deutsch What is a Horizontal Curve? Provides a transition between two tangent lengths of roadway. PI PC PT PC (Point of Curvature at beginning of curve) PI (Point of Intersection of tangents) PT (Point
More informationSimulating Traffic for Incident Management and ITS Investment Decisions
1998 TRANSPORTATION CONFERENCE PROCEEDINGS 7 Simulating Traffic for Incident Management and ITS Investment Decisions MICHAEL D. ANDERSON AND REGINALD R. SOULEYRETTE UTPS-type models were designed to adequately
More informationWYDOT Quick Facts TRAFFIC SIGNALS
TRAFFIC SIGNALS WYDOT Quick Facts 2 Advantages of traffic signals WYDOT Quick Facts Traffic signals control vehicle and pedestrian traffic by assigning priorities to various traffic movements to influence
More informationACCELERATION CHARACTERISTICS OF VEHICLES IN RURAL PENNSYLVANIA
www.arpapress.com/volumes/vol12issue3/ijrras_12_3_14.pdf ACCELERATION CHARACTERISTICS OF VEHICLES IN RURAL PENNSYLVANIA Robert M. Brooks Associate Professor, Department of Civil and Environmental Engineering,
More informationMassachusetts Department of Transportation, Highway Division Ten Park Plaza, Boston, MA 02116-3973. A Guide on Traffic Analysis Tools
Massachusetts Department of Transportation, Highway Division Ten Park Plaza, Boston, MA 02116-3973 A Guide on Traffic Tools Revised October 5, 2012 1. PURPOSE The Massachusetts Department of Transportation,
More informationPRIORITY SCHEDULING OF URBAN REHABILITATION STREETS TO MINIMIZE CONGESTION, DELAYS, AND ACCIDENTS
PRIORITY SCHEDULING OF URBAN REHABILITATION STREETS TO MINIMIZE CONGESTION, DELAYS, AND ACCIDENTS ABSTRACT Wesley C. Zech 1, and Satish Mohan 2 This paper describes the framework of a priority scheduling
More informationInfluence of Various Restrictions on Speed-Flow Models
International Symposium on Fundamental Diagram - Greenshields 75 Influence of Various Restrictions on Speed-Flow Models Marian TRACZ, Stanisław GACA Krakow University of Technology, Poland mtracz@pk.edu.pl
More informationENGINEERING REPORT. College Street: Interstate 85 to Donahue Drive Traffic Signal System Feasibility Study Auburn, Alabama
ENGINEERING REPORT College Street: Interstate 85 to Donahue Drive Traffic Signal System Feasibility Study Auburn, Alabama Prepared for: The City of Auburn Prepared by: 3644 Vann Road Suite 100 Birmingham,
More informationSIGHT DISTANCE. Presented by Nazir Lalani P.E. Traffex Engineers Inc. N_lalani@hotmail.com WHY IS SIGHT DISTANCE SO IMPORTANT?
SIGHT DISTANCE Presented by Nazir Lalani P.E. Traffex Engineers Inc. N_lalani@hotmail.com WHY IS SIGHT DISTANCE SO IMPORTANT? Drivers must be able to: Stop for objects in the roadway Stop for stationary
More informationCAPACITY AND LEVEL-OF-SERVICE CONCEPTS
CHAPTER 2 CAPACITY AND LEVEL-OF-SERVICE CONCEPTS CONTENTS I. INTRODUCTION...2-1 II. CAPACITY...2-2 III. DEMAND...2-2 IV. QUALITY AND LEVELS OF SERVICE...2-2 Service Flow Rates...2-3 Performance Measures...2-3
More information16 Learning Curve Theory
16 Learning Curve Theory LEARNING OBJECTIVES : After studying this unit, you will be able to : Understanding, of learning curve phenomenon. Understand how the percentage learning rate applies to the doubling
More informationMicroscopic Simulation of Traffic at a Suburban Interchange
Microscopic Simulation of Traffic at a Suburban Interchange Roger V. Lindgren and Sutti Tantiyanugulchai Abstract Recent advances in computer hardware and software technology have led to the increased
More informationCHAPTER 11: PEDESTRIAN SIGNS AND SIGNALS
CHAPTER 11: PEDESTRIAN SIGNS AND SIGNALS Traffic signs and signals should be useful for all pedestrians. It is essential to provide signals that are phased and timed to allow senior citizens, children,
More informationACCELERATION OF HEAVY TRUCKS Woodrow M. Poplin, P.E.
ACCELERATION OF HEAVY TRUCKS Woodrow M. Poplin, P.E. Woodrow M. Poplin, P.E. is a consulting engineer specializing in the evaluation of vehicle and transportation accidents. Over the past 23 years he has
More informationEST.03. An Introduction to Parametric Estimating
EST.03 An Introduction to Parametric Estimating Mr. Larry R. Dysert, CCC A ACE International describes cost estimating as the predictive process used to quantify, cost, and price the resources required
More informationTRAFFIC SIMULATION SOFTWARE COMPARISON STUDY
TRAFFIC SIMULATION SOFTWARE COMPARISON STUDY By Steven L. Jones, Jr., Ph.D. Andrew J. Sullivan, P.E. Naveen Cheekoti Department of Civil and Environmental Engineering The University of Alabama at Birmingham
More information1) Write the following as an algebraic expression using x as the variable: Triple a number subtracted from the number
1) Write the following as an algebraic expression using x as the variable: Triple a number subtracted from the number A. 3(x - x) B. x 3 x C. 3x - x D. x - 3x 2) Write the following as an algebraic expression
More informationCurrent Standard: Mathematical Concepts and Applications Shape, Space, and Measurement- Primary
Shape, Space, and Measurement- Primary A student shall apply concepts of shape, space, and measurement to solve problems involving two- and three-dimensional shapes by demonstrating an understanding of:
More informationMicros copic Analys is of Traffic Flow in Inclement Weather. Part 2. www.its.dot.gov/index.htm Final Report December 01, 2010 FHWA- JPO-11-020
Micros copic Analys is of Traffic Flow in Inclement Weather Part 2 www.its.dot.gov/index.htm Final Report December 01, 2010 FHWA- JPO-11-020 Produced by ITS Research and Innovative Technology Administration
More informationChapter 6. Intersections. 6 Intersections
Chapter 6 Intersections 6 Intersections Chapter 6 Intersection Design 6.1 Introduction An intersection is the area where two or more streets join or cross at-grade. The intersection includes the areas
More informationAnalysis of Accident Statistics
Analysis of Accident Statistics I. BACKGROUND To ensure that safety objectives are met, a distinction must be made between: (1) locations which are hazardous as identified based on accident experiences,
More informationCollection and Use of MAC Address Data for the Travel Demand Model
Collection and Use of MAC Address Data for the Travel Demand Model Li Jin, Kittelson & Associates, Inc. (email: ljin@kittelson.com) Matt Wiesenfeld, Kittelson & Associates, Inc. Karl Passetti, Kittelson
More information7.2 Warrants and Planning Considerations
Chapter 7 Interchanges 7.1 Introduction As discussed in Chapter 6, it is important that designers consider the needs and activities of the pedestrians, cyclists, and motorists to comprehensively plan for
More informationBoston Traffic Management Center Activity Report for FY 2013 Real-time Traffic Signal Adjustments
Boston Traffic Management Center Activity Report for FY 2013 Real-time Traffic Signal Adjustments The mission of the Traffic Management Center (TMC) within the Boston Transportation Department is to monitor,
More informationTRANSPORTATION RESEARCH. Traffic Analysis Software Tools
TRANSPORTATION RESEARCH CIRCULAR Number E-CO14 September 2000 Traffic Analysis Software Tools TRANSPORTATION RESEARCH BOARD / NATIONAL RESEARCH COUNCIL FOREWORD This Transportation Research Circular is
More information14-97. 14-97.002 Definitions. For the purposes of this rule chapter the following definitions shall apply unless the context clearly shows otherwise:
14-97 14-97.001 Purpose. This rule chapter sets forth an access control classification system and access management standards to implement the State Highway System Access Management Act of 1988. The implementation
More informationCapacity and Level of Service
CHAPTER 10 Capacity and Level of Service Determination of the capacities of transportation systems and facilities is a major issue in the analysis of transportation flow. The capacity of a transportation
More informationDesign and Implementation of Slot Left-Turn Lanes on the Manitoba Highway Network
Design and Implementation of Slot Left-Turn Lanes on the Manitoba Highway Network Brent Hartmann, P. Eng., Project Design Engineer, Manitoba Infrastructure and Transportation Derek Durant, P. Eng., Senior
More informationResearch Results Digest 352
April 2011 NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM Responsible Senior Program Officer: Gwen Chisholm-Smith Research Results Digest 352 COST/BENEFIT ANALYSIS OF CONVERTING A LANE FOR BUS RAPID TRANSIT
More informationEstimating Driver Mandatory Lane Change Behavior on a Multi-lane Freeway
Estimating Driver Mandatory Lane Change Behavior on a Multi-lane Freeway Ghulam H. Bham, Ph.D. (corresponding author) Civil, Architecture and Environmental Engineering Missouri University of Science and
More informationSimple linear regression
Simple linear regression Introduction Simple linear regression is a statistical method for obtaining a formula to predict values of one variable from another where there is a causal relationship between
More informationSession 7 Bivariate Data and Analysis
Session 7 Bivariate Data and Analysis Key Terms for This Session Previously Introduced mean standard deviation New in This Session association bivariate analysis contingency table co-variation least squares
More informationRelationship of Lane Width to Safety for Urban and Suburban Arterials
Relationship of Lane Width to Safety for Urban and Suburban Arterials Ingrid B. Potts Principal Traffic Engineer Midwest Research Institute 425 Volker Boulevard Kansas City, MO 64110-2299 Tel: (816) 360-5284
More informationTechnical Report Documentation Page. 2. Government Accession No. 3. Recipient's Catalog No. 1. Report No. FHWA/TX-13/0-6737-1
1. Report No. FHWA/TX-13/0-6737-1 4. Title and Subtitle EXECUTIVE REPORT: TOLL ROADS, TOLL RATES, AND DRIVER BEHAVIOR 2. Government Accession No. 3. Recipient's Catalog No. Technical Report Documentation
More informationESTIMATION OF FREE-FLOW SPEEDS FOR MULTILANE RURAL AND SUBURBAN HIGHWAYS
ESTIMATION OF FREE-FLOW SPEEDS FOR MULTILANE RURAL AND SUBURBAN HIGHWAYS Pin-Yi TSENG Professor Department of Traffic Science Central Police University 56, Shu Jen Road, Kwei Shan, Taoyuan, 33334, Taiwan
More informationBachelor's Degree in Business Administration and Master's Degree course description
Bachelor's Degree in Business Administration and Master's Degree course description Bachelor's Degree in Business Administration Department s Compulsory Requirements Course Description (402102) Principles
More informationCentrifugal Fans and Pumps are sized to meet the maximum
Fans and Pumps are sized to meet the maximum flow rate required by the system. System conditions frequently require reducing the flow rate. Throttling and bypass devices dampers and valves are installed
More informationCHAPTER FOUR: EXISTING TRANSPORTATION MANAGEMENT
CHAPTER FOUR: EXISTING TRANSPORTATION MANAGEMENT 4.1 Transportation Management Systems Prior to 1991, the Missouri Department of Transportation (MoDOT) had begun development of several independent management
More informationSpot Safety Project Evaluation
Spot Safety Project Evaluation Project Log # 200610094 Spot Safety Project # 04-01-219 Spot Safety Project Evaluation of the Traffic Signal and Left Turn Lane Installation at SR 1010 and SR 1526 in Johnston
More informationHow To Design A Crash Investigation Site
CHAPTER 7 CRASH INVESTIGATION SITES December, 2000 7. Crash Investigation Sites (CIS) 7.1. Introduction and Usage The idea of "crash investigation sites" or areas outside of the freeway mainline where
More informationPROGRAM FOR ARTERIAL SYSTEM SYNCHRONIZATION (PASS) STANDARD SCOPE OF WORK, SCHEDULE AND BUDGET
PROGRAM FOR ARTERIAL SYSTEM SYNCHRONIZATION (PASS) STANDARD SCOPE OF WORK, SCHEDULE AND BUDGET The purpose of the Program for Arterial System Synchronization (PASS) is to provide technical and financial
More informationSTREET LIGHTING CONSTRUCTION DESIGN CRITERIA
STREET LIGHTING CONSTRUCTION DESIGN CRITERIA DC9-001 GENERAL. Proposed street lighting construction in the city of Olathe shall in all respects conform to the technical criteria for analysis and design
More informationGoals & Objectives. Chapter 9. Transportation
Goals & Objectives Chapter 9 Transportation Transportation MISSION STATEMENT: TO PROVIDE A TRANSPORTATION NETWORK CAPABLE OF MOVING PEOPLE AND GOODS EFFICIENTLY AND SAFELY. T he transportation system
More informationModule 3: Correlation and Covariance
Using Statistical Data to Make Decisions Module 3: Correlation and Covariance Tom Ilvento Dr. Mugdim Pašiƒ University of Delaware Sarajevo Graduate School of Business O ften our interest in data analysis
More informationEasily Identify Your Best Customers
IBM SPSS Statistics Easily Identify Your Best Customers Use IBM SPSS predictive analytics software to gain insight from your customer database Contents: 1 Introduction 2 Exploring customer data Where do
More informationUsing R for Linear Regression
Using R for Linear Regression In the following handout words and symbols in bold are R functions and words and symbols in italics are entries supplied by the user; underlined words and symbols are optional
More informationFHWA Minnesota Division Guidance for the Preparation of a FHWA INTERSTATE ACCESS REQUEST
FHWA Minnesota Division Guidance for the Preparation of a FHWA INTERSTATE ACCESS REQUEST August 2003 Background: The Federal Highway Administration (FHWA) has retained all approval rights to the control
More informationDiagrams and Graphs of Statistical Data
Diagrams and Graphs of Statistical Data One of the most effective and interesting alternative way in which a statistical data may be presented is through diagrams and graphs. There are several ways in
More informationIntroduction to time series analysis
Introduction to time series analysis Margherita Gerolimetto November 3, 2010 1 What is a time series? A time series is a collection of observations ordered following a parameter that for us is time. Examples
More informationSpeed and Acceleration Characteristics of Different Types of Vehicles on Multi-Lane Highways
Speed and Acceleration Characteristics of Different Types of Vehicles on Multi-Lane Highways Arpan Mehar 1 Satish Chandra 2, and Senathipathi Velmurugan 3 1 Research Scholar, Department of Civil Engineering,
More informationHow To Understand And Solve A Linear Programming Problem
At the end of the lesson, you should be able to: Chapter 2: Systems of Linear Equations and Matrices: 2.1: Solutions of Linear Systems by the Echelon Method Define linear systems, unique solution, inconsistent,
More informationI-270 Simulator: An integrated knowledge-base/simulation system for real-time incident management
I-270 Simulator: An integrated knowledge-base/simulation system for real-time incident management Nan Zou Gang-Len Chang Phone: (301)-405-8736 Fax: (301) 405-2585 Department of Civil and Environmental
More informationEVALUATION OF AHS EFFECT ON MEAN SPEED BY STATIC METHOD
EVALUATION OF AHS EFFECT ON MEAN SPEED BY STATIC METHOD Toshiyuki YOKOTA Senior Researcher, ITS Division, Public Works Research Institute, Ministry of Construction 3050804 Asahi-1, Tsukuba-city, Ibaraki,
More informationAPPENDIX F. Access Management Design Standards for Entrances and Intersections
APPENDIX F Access Management Design Standards for Entrances and Intersections PREFACE The access management regulations and standards do not apply in cities, towns of more than 3,500 and in counties (Henrico
More informationProject Time Management
Project Time Management Study Notes PMI, PMP, CAPM, PMBOK, PM Network and the PMI Registered Education Provider logo are registered marks of the Project Management Institute, Inc. Points to Note Please
More informationThe world s most popular transportation modeling suite
technical brochure of cube The world s most popular transportation modeling suite Cube is the most widely used and most complete transportation analysis system in the world. With Cube 5, Citilabs integrates
More informationDelineation. Section 4 Longitudinal markings
Delineation Section 4 Longitudinal markings The delineation guidelines have been developed to assist in designing and maintaining a quality delineation system. The guidelines are to comprise 19 sections
More information2013 QUALITY/ LEVEL OF SERVICE HANDBOOK
2013 QUALITY/ LEVEL OF SERVICE HANDBOOK STATE OF FLORIDA DEPARTMENT OF TRANSPORTATION 2013 TABLE OF CONTENTS 1 Executive Summary... 1 2 Q/LOS Handbook Purpose and Scope... 3 2.1. Levels of Analysis...4
More informationThis unit will lay the groundwork for later units where the students will extend this knowledge to quadratic and exponential functions.
Algebra I Overview View unit yearlong overview here Many of the concepts presented in Algebra I are progressions of concepts that were introduced in grades 6 through 8. The content presented in this course
More informationOhio Standard Small/Medium MPO Travel Demand Forecasting Model. Theoretical Training May 10-11, 2006 Abridged to Freight Focus Sept 2010
Ohio Standard Small/Medium MPO Travel Demand Forecasting Model Theoretical Training May 10-11, 2006 Abridged to Freight Focus Sept 2010 Model Overview Key Features Modeling of highway and non highway modes
More informationACCIDENT PREDICTION MODELS FOR TWO-LANE RURAL HIGHWAYS
ACCIDENT PREDICTION MODELS FOR TWO-LANE RURAL HIGHWAYS K. R. Kalokota Utah Transportation Center Utah State University Prianka N. Seneviratne Utah Transportation Center Utah State University May 1994 Acknowledgments
More informationThe Need for Traffic Incident Management
The Need for Traffic Incident Management With traffic incidents responsible for approximately 50-60% of the congestion delays motorists encounter on the nation s roadways every day, increased roadway capacity
More informationUSE OF A DIGITAL SURVEY VEHICLE FOR PAVEMENT CONDITION SURVEYS AT AIRPORTS. Paul W. Wilke, P.E. Applied Research Associates, Inc.
USE OF A DIGITAL SURVEY VEHICLE FOR PAVEMENT CONDITION SURVEYS AT AIRPORTS Paul W. Wilke, P.E. Applied Research Associates, Inc. August 11, 2014 Words: 3,280 Figures: 3 Tables: 0 Photographs: 3 ABSTRACT
More informationAccess Management Manual
Access Management Manual July 2011 2011 by Texas Department of Transportation (512) 302-2453 all rights reserved Manual Notice 2011-1 From: Manual: Mark A Marek, P.E. Access Management Manual Effective
More informationGamma Distribution Fitting
Chapter 552 Gamma Distribution Fitting Introduction This module fits the gamma probability distributions to a complete or censored set of individual or grouped data values. It outputs various statistics
More informationTraffic. Analysis. Traffic Operations Analysis Tool Guidebook Version 1.1. Traffic Engineering Division
Traffic Analysis Traffic Engineering Division August 2013 Traffic Operations Analysis Tool Guidebook Copyright 2013 by the Virginia Department of Transportation All rights reserved VDOT Traffic Engineering
More informationwith functions, expressions and equations which follow in units 3 and 4.
Grade 8 Overview View unit yearlong overview here The unit design was created in line with the areas of focus for grade 8 Mathematics as identified by the Common Core State Standards and the PARCC Model
More informationCOMMON CORE STATE STANDARDS FOR
COMMON CORE STATE STANDARDS FOR Mathematics (CCSSM) High School Statistics and Probability Mathematics High School Statistics and Probability Decisions or predictions are often based on data numbers in
More informationWord Count: Body Text = 5,500 + 2,000 (4 Figures, 4 Tables) = 7,500 words
PRIORITIZING ACCESS MANAGEMENT IMPLEMENTATION By: Grant G. Schultz, Ph.D., P.E., PTOE Assistant Professor Department of Civil & Environmental Engineering Brigham Young University 368 Clyde Building Provo,
More informationTRACKING DRIVER EYE MOVEMENTS AT PERMISSIVE LEFT-TURNS
TRACKING DRIVER EYE MOVEMENTS AT PERMISSIVE LEFT-TURNS Michael A. Knodler Jr. Department of Civil & Environmental Engineering University of Massachusetts Amherst Amherst, Massachusetts, USA E-mail: mknodler@ecs.umass.edu
More informationSplit Lane Traffic Reporting at Junctions
Split Lane Traffic Reporting at Junctions White paper 1 Executive summary Split Lane Traffic Reporting at Junctions (SLT) from HERE is a major innovation in real time traffic reporting. The advanced algorithm
More informationMedian Bus Lane Design in Vancouver, BC: The #98 B-Line
Li 1 Median Bus Lane Design in Vancouver, BC: The #98 B-Line Simon Li, P.Eng. PTOE Acting Program Manager, Road and Bridge Projects TransLink (Greater Vancouver Transportation Authority) 1600 4720 Kingsway
More informationIMPLEMENTATION NOTE. Validating Risk Rating Systems at IRB Institutions
IMPLEMENTATION NOTE Subject: Category: Capital No: A-1 Date: January 2006 I. Introduction The term rating system comprises all of the methods, processes, controls, data collection and IT systems that support
More informationLane Shutdowns and Mobile Operations
PERFORMANCE ACTIVITY 408 TREE REMOVAL WORK DESCRIPTION 1 WORK DESCRIPTION 2 Fallen Tree Standing Tree 408 TREE REMOVAL ACTIVITY DESCRIPTION Cut and remove tree as necessary. WORK DESCRIPTION 1 Fallen Tree
More informationCourse Text. Required Computing Software. Course Description. Course Objectives. StraighterLine. Business Statistics
Course Text Business Statistics Lind, Douglas A., Marchal, William A. and Samuel A. Wathen. Basic Statistics for Business and Economics, 7th edition, McGraw-Hill/Irwin, 2010, ISBN: 9780077384470 [This
More informationFreeway Driving Demands Special Skills
Demands Special Skills Demands Special Skills Traveling today s highways can be a frustrating, confusing journey through a maze of roadblocks, detours and traffic jams. With more than 161,000 miles of
More informationBusiness Statistics. Successful completion of Introductory and/or Intermediate Algebra courses is recommended before taking Business Statistics.
Business Course Text Bowerman, Bruce L., Richard T. O'Connell, J. B. Orris, and Dawn C. Porter. Essentials of Business, 2nd edition, McGraw-Hill/Irwin, 2008, ISBN: 978-0-07-331988-9. Required Computing
More informationIn addition to looking for applications that can be profitably examined algebraically,
The mathematics of stopping your car Eric Wood National Institute of Education, Singapore In addition to looking for applications that can be profitably examined algebraically, numerically
More informationMATH BOOK OF PROBLEMS SERIES. New from Pearson Custom Publishing!
MATH BOOK OF PROBLEMS SERIES New from Pearson Custom Publishing! The Math Book of Problems Series is a database of math problems for the following courses: Pre-algebra Algebra Pre-calculus Calculus Statistics
More informationGlencoe. correlated to SOUTH CAROLINA MATH CURRICULUM STANDARDS GRADE 6 3-3, 5-8 8-4, 8-7 1-6, 4-9
Glencoe correlated to SOUTH CAROLINA MATH CURRICULUM STANDARDS GRADE 6 STANDARDS 6-8 Number and Operations (NO) Standard I. Understand numbers, ways of representing numbers, relationships among numbers,
More informationLinear Programming. Solving LP Models Using MS Excel, 18
SUPPLEMENT TO CHAPTER SIX Linear Programming SUPPLEMENT OUTLINE Introduction, 2 Linear Programming Models, 2 Model Formulation, 4 Graphical Linear Programming, 5 Outline of Graphical Procedure, 5 Plotting
More informationA Review of Traffic Simulation Software
Res. Lett. Inf. Math. Sci., 2009, Vol. 13, pp. 35 54 Available online at http://iims.massey.ac.nz/research/letters/ 35 A Review of Traffic Simulation Software G. Kotusevski and K.A. Hawick Computer Science
More informationPART III. OPS-based wide area networks
PART III OPS-based wide area networks Chapter 7 Introduction to the OPS-based wide area network 7.1 State-of-the-art In this thesis, we consider the general switch architecture with full connectivity
More informationARTIFICIAL NEURAL NETWORKS FOR ADAPTIVE MANAGEMENT TRAFFIC LIGHT OBJECTS AT THE INTERSECTION
The 10 th International Conference RELIABILITY and STATISTICS in TRANSPORTATION and COMMUNICATION - 2010 Proceedings of the 10th International Conference Reliability and Statistics in Transportation and
More informationPresented by: Dr. Senanu Ashiabor, Intermodal Logistics Consulting Inc. at 2015 North Carolina MPO Conference April 30, 2015
Presented by: Dr. Senanu Ashiabor, Intermodal Logistics Consulting Inc. at 2015 North Carolina MPO Conference April 30, 2015 What is Big Data? Big data is a broad term for large datasets that are so large
More informationTitle: Integrating Management of Truck and Rail Systems in LA. INTERIM REPORT August 2015
Title: Integrating Management of Truck and Rail Systems in LA Project Number: 3.1a Year: 2013-2017 INTERIM REPORT August 2015 Principal Investigator Maged Dessouky Researcher Lunce Fu MetroFreight Center
More informationChapter Thirty-five ACCESS CONTROL/ ACCESS MANAGEMENT BUREAU OF DESIGN AND ENVIRONMENT MANUAL
Chapter Thirty-five ACCESS CONTROL/ ACCESS MANAGEMENT BUREAU OF DESIGN AND ENVIRONMENT MANUAL Chapter Thirty-five ACCESS CONTROL/ACCESS MANAGEMENT Table of Contents Section Page 35-1 GENERAL CONCEPTS...
More informationHIGHWAY DEPARTMENT ACCESS AND RIGHT OF WAY WIDTH GUIDELINES
Approved 6/26/01 HIGHWAY DEPARTMENT ACCESS AND RIGHT OF WAY WIDTH GUIDELINES All new, modified and/or changed use access(es) onto county roads shall be subject to the access and corridor protection guidelines
More informationCommon Core Unit Summary Grades 6 to 8
Common Core Unit Summary Grades 6 to 8 Grade 8: Unit 1: Congruence and Similarity- 8G1-8G5 rotations reflections and translations,( RRT=congruence) understand congruence of 2 d figures after RRT Dilations
More informationCHAPTER 2 HYDRAULICS OF SEWERS
CHAPTER 2 HYDRAULICS OF SEWERS SANITARY SEWERS The hydraulic design procedure for sewers requires: 1. Determination of Sewer System Type 2. Determination of Design Flow 3. Selection of Pipe Size 4. Determination
More information6: LANE POSITIONS, TURNING, & PASSING
6: LANE POSITIONS, TURNING, & PASSING BASIC LANE POSITIONS Traffic law says that slower vehicles should stay to the right. But where exactly should bicycles ride? Here are some basics. Never Ride Against
More informationTable of Contents. Traffic Control Devices (Signs, Channelizing Devices, Lighting Devices, Pavement Markings) 2-7
1 Table of Contents Introduction 2 Traffic Control Devices (Signs, Channelizing Devices, Lighting Devices, Pavement Markings) 2-7 Five Parts of a Traffic Control Zone 8 Buffer Space Guidance 9 Taper Length
More informationModeling an Agent-Based Decentralized File Sharing Network
Modeling an Agent-Based Decentralized File Sharing Network Alex Gonopolskiy Benjamin Nash December 18, 2007 Abstract In this paper we propose a distributed file sharing network model. We take inspiration
More informationSouth Carolina College- and Career-Ready (SCCCR) Probability and Statistics
South Carolina College- and Career-Ready (SCCCR) Probability and Statistics South Carolina College- and Career-Ready Mathematical Process Standards The South Carolina College- and Career-Ready (SCCCR)
More information