Roundabouts and Traffic Signals Guidelines for the Selection of Intersection Control
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Downloaddevelopment of Network Signal Timing
Development of Network Signal Timing Methodology in SIDRA INTERSECTION NZMUGS 2015 NZ Modelling User Group Conference Auckland, September 2015 Rahmi Akçelik sidrasolutions.com | youtube.com/sidrasolutions Development of Network Signal Timing Methodology in SIDRA INTERSECTION Direct Elements of Network Signal Timing Lane-based platoon model (using signal offsets) Network Cycle Time and Site Phase Time calculations Offset calculations (Route based) Common Control Groups 2 of 32 Development of Network Signal Timing Methodology in SIDRA INTERSECTION PLATOON MODEL • Lane-based model • Platoons by Movement Class (Special MCs for downstream turning movements) • Second-by-second arrival and departure patterns • Platoon dispersion • Output: Percent Arriving During Green, Platoon Ratio, Arrival Types 3 of 32 Development of Network Signal Timing Methodology in SIDRA INTERSECTION Indirect Aspects of the Network Model Lane Blockage (upstream saturation flow rates are reduced) Capacity Constraint (downstream arrival flow rates are reduced) Lane Movements at intersections Midblock lane changes 4 of 32 SIDRA INTERSECTION Background Version 6.0 released in April 2013 First released in 1984 and improved significantly after release. Biggest changes in the 30-year history of the software Continuous development in response to user feedback • Network Model • Movement Classes Version 6.1 released in Feb 2015 SIDRA INTERSECTION 6.0 | 6.1 | 7.0 Version 7.0 expected to be released (NETWORK Model) during late 2015 / early 2016 Over 7700 Licences (1836 -
Route Assessment for Multi-Combination Vehicles (MCV) and Performance Based Standards (PBS) Vehicles in Queensland
Guideline Route Assessment for Multi-Combination Vehicles (MCV) and Performance Based Standards (PBS) Vehicles in Queensland June 2021 Copyright © The State of Queensland (Department of Transport and Main Roads) 2021. Licence This work is licensed by the State of Queensland (Department of Transport and Main Roads) under a Creative Commons Attribution (CC BY) 4.0 International licence. CC BY licence summary statement In essence, you are free to copy, communicate and adapt this work, as long as you attribute the work to the State of Queensland (Department of Transport and Main Roads). To view a copy of this licence, visit: https://creativecommons.org/licenses/by/4.0/ Translating and interpreting assistance The Queensland Government is committed to providing accessible services to Queenslanders from all cultural and linguistic backgrounds. If you have difficulty understanding this publication and need a translator, please call the Translating and Interpreting Service (TIS National) on 13 14 50 and ask them to telephone the Queensland Department of Transport and Main Roads on 13 74 68. Disclaimer While every care has been taken in preparing this publication, the State of Queensland accepts no responsibility for decisions or actions taken as a result of any data, information, statement or advice, expressed or implied, contained within. To the best of our knowledge, the content was correct at the time of publishing. Feedback Please send your feedback regarding this document to: [email protected] Guideline, Transport and Main Roads, -
TOLL TMS WEST Transporting Dangerous Goods
TOLL TMS WEST Transporting Dangerous Goods TMS West Tom Freeman – Regional Manager (TransSafe Presentation August 2017) 1 The Supply Chain ° The importance of feeding the mines sites with explosive products is critical to WA’s viability ° The dangerous goods which we transport are governed by the Dangerous Goods Act and its regulations – applied by Department of Mines Industry Regulation and Safety (DMIRS) ° TMS is responsible for moving 80% of the Ammonium Nitrate by road (ex CSBP) to supply the mining industry of WA TMS West Tom Freeman – Regional Manager (TransSafe Presentation August 2017) 2 Operating Fleet and Personnel TGL Mining West currently operates 94 vehicles in regional WA, ranging from quad road trains to single trailer movements transporting various forms of Ammonium Nitrate and Cyanide. These vehicles pick-up and deliver based on customer requirements and forecasts. TGL Mining West has the ability to deliver ANsol, Emulsion, Cyanide, Bagged and Bulk Ammonium Nitrate. Fleet Personnel ° 11 x AB Triple Belly Dumper Sets ° 108 x Drivers ° 4 x Quad Belly Dumper Sets ° 19 x Operational/Admin Staff ° 26 x AB Triple End Tipper Sets ° 34 x TGOS Equipment Staff ° 7 x Pocket Road Train ANsol Tanker Sets ° 3 x Pocket Road Train ANE Tanker Sets ° 2 x Quad Road Train ANE Tanker Sets ° 10 x Triple Road Train ANE Tanker Sets ° 2 x AB Triple Road Train ANE Tanker Sets ° 4 x Quad Road Train Flat Top Sets ° 6 x Pocket Road Train Flat Top Set ° 7 x Block Trucks (incl 2 at Tom Price) ° 13 x Sub Contractor Vehicles ° 5 x Pocket Road Train Skel -
Birkenhead RO-2008-001 Final
2008 5 March Australia, South Birkenhead, Collision, Crossing Level ATSB TRANSPORT SAFETY REPORT Rail Occurrence Investigation RO-2008-001 Final Level Crossing Collision Birkenhead, South Australia 5 March 2008 ATSB TRANSPORT SAFETY REPORT Rail Occurrence Investigation RO-2008-001 Final Level Crossing Collision Birkenhead, South Australia 5 March 2008 Released in accordance with section 25 of the Transport Safety Investigation Act 2003 - i - Published by: Australian Transport Safety Bureau Postal address: PO Box 967, Civic Square ACT 2608 Office location: 62 Northbourne Avenue, Canberra City, Australian Capital Territory Telephone: 1800 020 616; from overseas + 61 2 6257 4150 Accident and incident notification: 1800 011 034 (24 hours) Facsimile: 02 6247 3117; from overseas + 61 2 6247 3117 E-mail: [email protected] Internet: www.atsb.gov.au © Commonwealth of Australia 2009. This work is copyright. In the interests of enhancing the value of the information contained in this publication you may copy, download, display, print, reproduce and distribute this material in unaltered form (retaining this notice). However, copyright in the material obtained from other agencies, private individuals or organisations, belongs to those agencies, individuals or organisations. Where you want to use their material you will need to contact them directly. Subject to the provisions of the Copyright Act 1968, you must not make any other use of the material in this publication unless you have the permission of the Australian Transport Safety Bureau. Please direct requests for further information or authorisation to: Commonwealth Copyright Administration, Copyright Law Branch Attorney-General’s Department, Robert Garran Offices, National Circuit, Barton ACT 2600 www.ag.gov.au/cca ISBN and formal report title: see ‘Document retrieval information’ on page v. -
Eng-Es-002 Road Train / Heavy Haulage
POLICY: ENG-ES-002 ROAD TRAIN / HEAVY HAULAGE PURPOSE This policy applies to B-Trains, long vehicles, double, triple and quad road trains in excess of 19m up to 53.5m. This policy permits various vehicle classes, under various conditions to operate on various roads and routes that are controlled by the City of Kalgoorlie-Boulder. This policy applies to in accordance with the following tables and definitions acknowledging delegation to the Chief Executive Officer where applicable. DEFINITIONS Nil STATEMENT The policy should be read together with MRWA RAV Network policy that controls the movement of trucks over 19m in length across Western Australia. Trucks or truck and trailer combinations to 19m in length are allowed (as of right) on the full road network in Western Australia. In cases where Council’s policy does not mirror the MRWA RAV network the MRWA system overrides Council’s policy. RELEVANT DOCUMENTS The following tables summarises permitted use of road trains in excess of 19m and up to 53.5m by the City of Kalgoorlie-Boulder on local roads within the built-up area and on local roads outside the built-up area. MRWA’s RAV network available on their website shows diagrams of the configuration of road trains that fit within the following classes. Vehicle classes and use conditions referenced in these tables are defined as follows:- 1. Vehicle Classes Class 1 – Long Vehicles (In excess of 19.0m up to 27.5m Length) This class includes B-Doubles up to 25m long, short double road trains up to 27.5m long and all combinations of a rigid truck and trailer exceeding 19m in combined length up to 27.5m long. -
European Modular System for Road Freight Transport – Experiences and Possibilities
Report 2007:2 E European Modular System for road freightRapporttitel transport – experiences and possibilities Ingemar Åkerman Rikard Jonsson TFK – TransportForsK AB ISBN 13: 978-91-85665-07-5 KTH, Department of Transportation Strandbergsgatan 12, ISBN 10: 91-85665-07-X and urban economics SE-112 51 STOCKHOLM Teknikringen 72, Tel: 08-652 41 30, Fax: 08-652 54 98 SE-100 44 STOCKHOLM E-post: [email protected] Internet: www.tfk.se European Modular System for road freight transport – experiences and possibilities . Abstract The aim of this study was to evaluate Swedish and Finnish hauliers’ experiences of using the European Modular System, EMS, which entails Sweden and Finland the use of longer and heavier vehicle combinations (LHV’s). In short, EMS consists of the longest semi-trailer, with a maximum length of 13,6 m, and the longest load-carrier according to C-class, with a maximum length of 7,82 m, allowed in EU. This results in vehicle combinations of 25,25 m. The maximum length within the rest of Europe is 18,75 m. Thus, by using LHV’s, the volume of three EU combinations can be transported by two EMS combinations. This study indicates that the use of LHV’s according to EMS have positive effect on economy and environment, while not affecting traffic safety negatively. Swedish hauliers have the possibility of using either the traditional 24 m road trains or 25,25 m LHV’s according to EMS for national long distance transports. Experiences of using EMS vehicle combinations are mostly positive. LHV’s according to EMS implies increased load area and flexibility compared to the 24 m road trains. -
MDOT Access Management Guidebook
ReducingTrafficCongestion andImprovingTrafficSafety inMichiganCommunities: THE ACCESSMANAGEMENT GUIDEBOOK COMMUNITYA COMMUNITYB Cover graphics and ROW graphic by John Warbach, Planning & Zoning Center, Inc. Photos by Tom Doyle, Michigan Department of Transportation. Speed Differential graphic by Michigan Department of Transportation. Road Hierarchy graphic by Rossman Martin & Associates, Inc. Reducing Traffic Congestion and Improving Traffic Safety in Michigan Communities: THE ACCESS MANAGEMENT GUIDEBOOK October, 2001 Prepared by the Planning & Zoning Center, Inc. 715 N. Cedar Street Lansing, MI 48906-5206 517/886-0555 (tele), www.pzcenter.com Under contract to the Michigan Department of Transportation With the assistance of three Advisory Committees listed on the next page The opinions, findings and conclusions expressed in this publication are those of the authors and not necessarily those of the Michigan State Transportation Commission or the Michigan Department of Transportation or the Federal Highway Administration. Dedication This Guidebook is dedicated to the countless local elected officials, planning and zoning commissioners, zoning administrators, building inspectors, professional planners, and local, county and state road authority personnel who: • work tirelessly every day to make taxpayers investment in Michigan roads stretch as far as it can with the best possible result; and • who try to make land use decisions that build better communities without undermining the integrity of Michigan's road system. D:\word\access\title -
Chapter 3: Design an Interconnected Street System
Chapter 3: Design an Interconnected Street System [Figure 3.1 in margin near here] Street systems either maximize connectivity or frustrate it. North American neighborhoods built prior 1950 were rich in connectivity, as evidenced by the relatively high number of street intersections per square mile typically found there.1 Interconnected street systems provide more than one path to reach surrounding major streets. In most interconnected street networks two types of streets predominate: narrow residential streets and arterial streets. In this book, for reasons explained in chapter two, we call these arterial streets in interconnected networks “streetcar” arterials. On the other end of the spectrum are the post WWII suburban cul-de-sac systems where dead end streets predominate and offer only one path from home to surrounding suburban arterials. This cul-de-sac-dominated system can be characterized as dendritic or “treelike”, the opposite of the web of connections found in interconnected systems. Streets in this system all branch out from the main “trunk”, which in Canadian and U.S. cities is usually the freeway. Attached to the main trunk of the freeway are the major “branches”, which are the feeder suburban arterial streets or minor highways. These large branches then give access to the next category down the tree, the collector streets or the minor branches in the system. Collector streets then connect to the “twigs and branch tips” of the system, the residential streets, and dead end cul-de-sacs. The major advantages of the interconnected system is that it makes all trips as short as possible, allows pedestrians and bikes to flow through the system without inconvenience, and relieves congestion by providing many alternate routes to the same place. -
Transportation Master Plan
District of West Kelowna Transportation Master Plan February 20, 2014 District of West Kelowna Transportation Master Plan FORWARD This document represents the work of three independent consultants: Boulevard Transportation Group; Strategic Infrastructure Management Inc.; and Urban Systems Ltd. The experience of each of these consultants was drawn upon to develop and interpret available transportation system data to produce a long‐term strategy and plan intended to achieve a diverse, affordable and sustainable transportation system based upon the vision and goals described herein. District of West Kelowna Transportation Master Plan Revision Log Revision # Revised By Date Revision Description 1 Boulevard Transportation February 27, 2014 Table 7 amended District of West Kelowna Transportation Master Plan EXECUTIVE SUMMARY The Transportation Master Plan (TMP) builds upon the goals and objectives of the District’s Official Community Plan (OCP) to support the social and economic health of the District. The TMP uses current and future travel patterns and public expectations to determine incremental system improvements, and integrates these with existing infrastructure maintenance and renewal needs, to present a practical and affordable long-term transportation strategy. The recommended goals for the West Kelowna TMP are separated into the short-term and long-term. Short-term goals reflect supporting the gaps in the existing road network system as priority. The long-term goals focus on the improvements that will refine the transportation network and the efficiency of the system. Goals and Objectives The TMP’s 3 short term goals are: Connect residential, business, and industrial communities effectively and efficiently; Promote the safety and security of the transportation system; and Reduce vehicular travel with higher degree of mixed land uses. -
Guide to Traffic Management Part 1: Introduction to Traffic Management
SUPERSEDED PUBLICATION This document has been superseded. It should only be used for reference purposes. For current guidance please visit the Austroads website: www.austroads.com.au Guide to Traffic Management Part 1: Introduction to Traffic Management Sydney 2015 Guide to Traffic Management Part 1: Introduction to Traffic Management Third edition project manager: Jill Hislop Publisher Austroads Ltd. Level 9, 287 Elizabeth Street Third edition prepared by: Clarissa Han and James Luk Sydney NSW 2000 Australia First and second edition prepared by: Peter Croft Phone: +61 2 8265 3300 [email protected] Third edition May 2015 www.austroads.com.au Second edition November 2009 First edition published November 2007 About Austroads This third edition includes updated descriptions of each Part in Section 2 and Table 2.1. It also includes additional information on the functional road Austroads’ purpose is to: hierarchy in Section 3.4 and a new Section 4.5 on road environment safety. • promote improved Australian and New Zealand This edition also includes updated referencing to relevant legislations, transport outcomes standards and guidelines. • provide expert technical input to national policy development on road and road transport issues Pages 13 ISBN 978-1-925294-38-5 • promote improved practice and capability by Austroads Project No. NT2004 road agencies. • promote consistency in road and road agency Austroads Publication No. AGTM01-15 operations. © Austroads Ltd 2015 Austroads membership comprises: This work is copyright. Apart from any use as permitted under the • Roads and Maritime Services New South Copyright Act 1968, no part may be reproduced by any process without Wales the prior written permission of Austroads. -
Line Structure Representation for Road Network Analysis
Line Structure Representation for Road Network Analysis Abstract: Road hierarchy and network structure are intimately linked; however, there is not a consistent basis for representing and analysing the particular hierarchical nature of road network structure. The paper introduces the line structure – identified mathematically as a kind of linearly ordered incidence structure – as a means of representing road network structure, and demonstrates its relation to existing representations of road networks: the ‘primal’ graph, the ‘dual’ graph and the route structure. In doing so, the paper shows how properties of continuity, junction type and hierarchy relating to differential continuity and termination are necessarily absent from primal and dual graph representations, but intrinsically present in line structure representations. The information requirements (in terms of matrix size) for specifying line structures relative to graphs are considered. A new property indicative of hierarchical status – ‘cardinality’ – is introduced and illustrated with application to example networks. The paper provides a more comprehensive understanding of the structure of road networks, relating different kinds of network representation, and suggesting potential application to network analysis. Keywords: Network science; Road hierarchy; Route structure; Graph theory; Line structure; Cardinality 1 1 Introduction Road network structure is routinely interpreted in terms of the configuration of roads in structures such as ‘trees’ or ‘grids’; but structure can also be interpreted in terms of the hierarchical relations between main and subsidiary, strategic and local, or through and side roads. In fact, these two kinds of structure – relating to configuration and constitution – are in some ways related. However, despite the proliferation of studies of road network structure, there is not a consistent basis for representing and analysing this dual nature of road network structure, either within traditions of network science or network design and management. -
LOCAL AREA TRAFFIC MANAGEMENT POLICY and GUIDELINES
LOCAL AREA TRAFFIC MANAGEMENT POLICY and GUIDELINES DM#295899 June 2003 PNCC Local Area Traffic Management(LATM) Policy and Guidelines CONTENTS 1 INTRODUCTION ................................................................................................................ 3 2 OBJECTIVES ..................................................................................................................... 5 3 BENEFITS AND EFFECTS ................................................................................................ 6 4 TYPES OF CONTROLS ..................................................................................................... 9 4.1 Signs ........................................................................................................................... 9 4.1.1 Stop and Give Way .............................................................................................. 9 4.1.2 Prohibited turn signs .......................................................................................... 10 4.1.3 One way streets ................................................................................................. 10 4.2 Vertical Displacement Controls (Speed Humps) ....................................................... 11 4.3 Horizontal Deflection Controls ( Chicanes ) .............................................................. 14 5 SCHEME IMPLEMENTATION PROCESS....................................................................... 18 5.1 Step 1 - Initial Inquiry ................................................................................................