DOCSLIB.ORG

Traffic Congestion: Intelligent Routing & Its Effects on Fuel Efficiency

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Traffic Congestion: Intelligent Routing & Its Effects on Fuel Efficiency Traffic Congestion: Intelligent Routing & Its Effects on Fuel Efficiency & Total Congestion Costs Kofi Adofo Raymond Govus Andrew Jairam Michelle Udeli EXECUTIVE SUMMARY The average American has been shifting towards an increasingly vehicle-dependent lifestyle over the past quarter of a century due to changes in generational demographic and housing preferences. Current patterns in metropolitan growth have favored edge areas over city centers. Furthermore, most new growth is characterized as single-use land development, such as business parks, housing suburbs, or strip malls. This stratification of land uses necessitates additional driving and eliminates the ability to group vehicle trips. Additionally, the number of cars in the country has continued to dramatically outpace the construction of new highways or public transportation options. The combinations of these two factors result in ever increasing congestion rates and vehicle residence time among commuters. This translates to significant levels of unnecessary emissions which could be something targeted early in campaign to reduce national C02 levels. Furthermore, looking beyond emissions, the time and money wasted in congestion alone should necessitate a solution to the problem. The solutions which we proposed to the congestion problem are stratified by the time scale which they operate on. Short term solutions involve making the current system more efficient and distributing the traffic load among the available mass transit options. Long term solutions will require a different approach to the manner which we regulate growth and transportation. Incentives to decrease the proximity between housing and employment in metropolitan areas should be pursued as well as a large scale re-investment in mass public transit. For both solutions, a reinvestment in the national transportation infrastructure is required along with informed and targeted policy changes. BACKGROUND Traditionally, urban Americans both resided and worked within city centers. At the start of the last century, people lived relatively close to one another and thus their costs of transporting both themselves and their goods were relatively low. The primary method of transport was by foot with low need for vehicles within city quarters. Living and working at high densities allowed companies and factories to transport goods via shipping and the rail system. As time progressed, inhabitants of urban centers began moving further away to suburban locations. There were several causes of this urban sprawl, some of which were the increase population and household income, decreasing costs in transport, a strong economy and disjointed municipal governments. Around the late 1950s, the typical American city still had a large density where most people worked, however a majority of these workers resided in suburban areas and commuted to work using vehicles. As time progressed, the cost of transport continued to fall and thus allowed people to live further from their place of work. This phenomenon is known as urban sprawl. The high density walking city that existed last century had been transformed into a medium density driving city of today (Glaeser et al. 2001). Page | 2 A survey of the location of jobs in the 100 largest U.S. metropolitan areas, taken in 2001, found that across the largest 100 metropolitan areas, on average, only 22% of people work within three miles of the city center (Glaeser et al. 2001). That survey also recorded that over 35% of people work more than ten miles from the city centers. This increase in the population of workers traveling to and from city centers creates a demand for more travel space. This results in a large number of vehicles on the road, exceeding the road’s capacity and causing traffic congestion. Traffic congestion increases transit times as a consequence of increased idling during peak travel hours. Figure 1 - Congestion Growth Tend from 1982 to 2007. Source: 2009 Urban Mobility Report With the steady increase in the world’s population, the negative effects that congestion has on the climate system will increase. According to the 2009 Urban Mobility Report generated by Texas A&M University, the annual time delay per peak traveler increased from about 14 hours in the year 1982 to about 36 hours in the year 2007. Figure 1 shows the change in congestion growth for various population area sizes from the year 1982 to 2007. Congestion growth has shown a positive trend for all population area sizes. From this figure, it is apparent that the total hours of delay per peak traveler increases as the population area size increases. Page | 3 Figure 2- Wasted Fuel per Traveler from 1982 to 2007 for Small to Large Cities, Source: 2009 Urban Mobility Report As congestion time increases for commuters, fuel consumed or “wasted fuel” becomes very important factor. Figure 2 shows the total amount of fuel wasted while idling for peak drivers in 2007. For the year 2007, the total amount of wasted fuel (in gallons) per peak traveler for all city sizes was approximately 24. That average increased from an average of about 7 gallons in the year 1982. With these averages, the total congestion costs were calculated and analyzed by Texas A&M University. Figure 3 shows the results of the calculation of total congestion cost per peak traveler. Figure 3 - Total Annual Cost of Congestion per Peak Traveler, Source: 2009 Urban Mobility Report Page | 4 Total Congestion Cost = Cost of Wasted Fuel + Average Cost of Time To calculate the total cost of wasted fuel, the national average cost of fuel was multiplied by the total amount of fuel wasted per peak traveler. The average cost of time was estimated by Texas A&M University to be about $15.47/peak traveler, which was multiplied by the total delay per peak traveler. The sum of the two previous calculations yielded the total congestion cost per peak traveler from 1982 to 2007. For the year 2007, the total congestion cost per peak traveler was approximately $757 per year. For the entire U.S., the travel delay, in billions of hours, increased from 14 in 1982 to about 36 in 2007. The total wasted fuel for the nation per peak traveler increased from about 9 gallons in 1982 to about 24 gallons in 2007. The travel time index was introduced in the 2009 Urban Mobility Report to be an approximate measure of the additional time added to a route due to congestion. The travel time index is essentially the ratio of travel time in the peak time period to the travel time at free-flow (no congestion) conditions. An example of how this quantity is used goes as follows: A driver obtains directions from a popular navigation website. This navigation website estimates the driver’s arrival time based on local speed limits. If the travel time index (TTI) for the driver’s city is 1.35, and the estimated time of arrival is 20 minutes, the driver would reach their destination in approximately 27 minutes. That is to say that the estimated arrival time is multiplied by the TTI and the predicted travel time, with the inclusion of traffic congestion can be calculated. Figure 4 shows a plot of the daily fluctuations in TTI (blue line). Figure 4 - Daily Fluctuations in Time Travel Index (TTI), Source: 2009 Urban Mobility Report Page | 5 As the amount of congestion increases during peak times (6-9am, 3-7pm), the total TTI also increases. Since congestion causes and increase of time travel, the planning time index (PTI) can calculate determine how what time drivers should leave in order to arrive at their destination in ample time. The buffer index (BI) is just the difference between TTI and PTI. Figure 5 takes into account all of the previous terms, and compares a general plot of congestion, traffic volume, fuel cost and transit ridership. Figure 5 - Fluctuations of National Traffic Volume, Congestion, Transit Ridership and Fuel cost from 2005 to 2008. As the national average price of fuel increased, so did the total amount of transit ridership. The total volume of traffic as well as the total TTI decreased at this same time. The TTI dropped so low during the summer of 2008 that it fell below the TTI value for May 2008. Traffic congestion is an increasing problem throughout the entire world. In addition to being time-consuming, congestion has an impact on air quality and thus the climate system. Traffic congestion is becoming an even bigger problem with the steady increase of the world’s population. Transportation sources accounted for approximately 29% of the total U.S. greenhouse gas (GHG) emissions. Some of these GHG’s include Carbon dioxide, Methane and Nitrous oxide. Vehicles also emit toxins such as Hydrofluorocarbons (cooling systems) and black carbon. A gallon of regular grade gasoline contains about 8.8kg of CO2 or about 19.4 lbs. of CO2. On average, Methane, Nitrous oxide and Hydrofluorocarbons emissions represent roughly 5-6% of total GHG emissions from the transportation sector. Carbon dioxide emissions, however, account for about 94-95% of GHG emissions from the transportation sector. In the year 2008 the total amount of GHG emissions was about 1184.5 Tg CO2 Eq. Of that figure, 1111.2 Tg CO2 Eq. was Page | 6 from Carbon dioxide, 1.4 Tg CO2 Eq. was from Methane, 21.2 Tg CO2 Eq. was emitted from Nitrous oxide and 50.7 Tg. CO2 Eq. was emitted from Hydrofluorocarbons. With these figures predicted to amplify in the future due to an increasing population, it is imperative that some solutions be developed in order to alleviate this growing problem. This paper proposes both long term and short-term solutions to decrease the total emissions produced from congestion. The main focus will be on short-term solutions and their effectiveness.
Load more

Recommended publications
  • Technical Report Documentation Page Z2
    Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. MDOT Project Manager RC-1554 Jason Firman, P.E. 4. Title and Subtitle 5. Report Date Developing a Congestion Mitigation Toolbox September 30, 2011 6. Performing Organization Code Texas Transportation Institute 7. Author(s) 8. Performing Org. Report No. Jason A. Crawford, P.E.; Todd B. Carlson, AICP; William L. 1554 Eisele, Ph.D., P.E.; and Beverly T. Kuhn, Ph.D., P.E. 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract No. TAMU 3135 2009-0661 College Station, TX 77843-3135 11(a). Authorization No. Z2 12. Sponsoring Agency Name and Address 13. Type of Report & Period Covered Michigan Department of Transportation Final Report 14. Sponsoring Agency Code 15. Supplementary Notes 16. Abstract Increased traffic congestion is a result of many sources including increasing demand and lagging supply. Responding to increasing congestion, agencies from the federal government to local townships have turned to congestion management, or mitigation. Congestion mitigation is delivered through a variety of techniques. The Michigan Department of Transportation (MDOT) recognized a need to assist state and local agency partners to identify potential congestion mitigation strategies and improve collaboration. Texas Transportation Institute (TTI) researchers developed “A Michigan Toolbox for Mitigating Congestion.” The team conducted several tasks in development of the Toolbox. The TTI team reviewed and consulted previous congestion toolboxes for strategy identification, toolbox elements, and toolbox style. The research team implemented a survey of metropolitan planning organizations throughout the country to gather agency experiences with congestion mitigation strategies.
    [Show full text]
  • Median U-Turn Intersections Cost
    System Modification Innovative Intersections MEDIAN U-TURN INTERSECTIONS COST TIME MODERATE STATE MINOR STREET MINOR STREET O REGI NAL IMPACT LOCAL RID OR OR MAJOR STREET MAJOR STREET C PT HO HURDES MAJOR STREET MOVEMENTS MINOR STREET MOVEMENTS CITSTATE RIHT-O-A PUIC ACCEPTANCE More Information: tti.tamu.edu/policy/how-to-fix-congestion SUCCESS STORIES Description How Will This Help? Plano, Texas. In 2011, the City Median U-turn intersections (also called • Costs less and is faster to of Plano installed the state’s only a thruturn or Michigan left) guide all traf- deploy than other innovative median U-turn intersection at fic, except left-turning vehicles, through intersection designs. Legacy Drive and Preston Road. the main intersection. Left-turning vehi- • Simplifies the traffic signal cles turn through U-turn openings in the The intersection timings for the intersection and dramatically improved median beyond the main intersection. whole corridor by eliminating the congestion by reducing Eliminating the left turn at the main need for a left-turn arrow. intersection wait intersection simplifies signal timings and times by 65%. provides more green time and less con- • Increases safety at the gestion to the major direction. intersection by eliminating traffic However, the design conflicts caused by left turns. was abandoned in 2014 Median U-turn intersections are similar due to a lack of public to superstreets but differ in that medi- Implementation Issues understanding and an U-turns allow minor street traffic to This intersection design can require acceptance. pass straight through the intersection. additional right-of-way to accommodate Superstreet intersections require all the U-turn turning radius in the median.
    [Show full text]
  • Gratiot Avenue Corridor Improvement Plan September 2009
    Gratiot Avenue Corridor Improvement Plan September 2009 prepared for Southeast Michigan Council of Governments (SEMCOG) in conjunction with Michigan Department of Transportation Macomb County Planning & Economic Development Road Commission of Macomb County prepared by Gratiot Avenue Corridor Improvement Plan The vision for access management along the Components of the Gratiot Avenue corridor is to restore and pre- Gratiot Avenue Corridor serve road capacity, improve safety condi- Improvement Plan tions, and support the long-term vision for 1. An access management plan with expanded regional transit, non-motorized guidelines and site-specific recom- mendations. systems and community sustainability. 2. Accompanying guidelines for coor- Spanning 26 miles in Macomb congestion along several seg- dinating improved transit, non-moro- County, the Gratiot Ave corridor is ments and there are locations tized and community sustainability. flush with opportunities to im- with a relatively high number of prove safety along this key artery crashes. Some of the crashes and 3. Zoning ordinance amendments by retrofitting the existing access, congestion along Gratiot are due to for corridor communities to adopt and redesign of key intersections and conflicts created where vehicles are apply for consistent standards. improving the interaction between entering or exiting access points, motorists, non-motorized users, disruptions to the flow of traffic 4. Consistent protocol for inter-agen- and transit users. Together, the and pedestrians traveling along the
    [Show full text]
  • 2014 Median Handbook
    2014 MEDIAN HANDBOOK The purpose of this document is to guide the professional through the existing rules, standards and procedures, as well as to provide current national guidance on the best ways to plan for medians and median openings. Unless specifically referenced, this is not a set of standards nor a Departmental procedure. It is a comprehensive guide to allow the professional to make the best decisions on median planning. The primary thrust of this handbook is the unsignalized median opening. Even though much of this material can be used with signalized intersection planning, issues of signalized queues and signal timing are not covered in detail. STATE OF FLORIDA DEPARTMENT OF TRANSPORTATON 850-414-4900 dot.state.fl.us/planning/systems CH1 Introduction MEDIAN HANDBOOK Contents CH 1 Introduction ..................................................................................................................... 5 1.0 Medians and their Importance for Safety ........................................................................ 5 1.0.1 What are the Benefits of Medians? .......................................................................... 5 1.1 How Medians Fit in with Access Management ................................................................ 6 1.1.1 What is the Function of a Median Opening? ............................................................ 6 1.1.2 The Location of Median Openings ............................................................................ 7 1.1.3 Medians Increase Safety – Case Studies ..................................................................
    [Show full text]
  • Crosstown Parkway Extension: Innovations Through Design-Build
    Crosstown Parkway Extension: Innovations Through Design-Build APWA Florida Chapter 2016 Public Works Expo April 19, 2016 Presenters » Frank Knott, City of Port St. Lucie Public Works, Project Manager » Rachel Back, PE, CFM, RS&H, Inc., Design Project Manager » Stephen Park, PE, RS&H, Inc., Roadway Engineer of Record Technical Session Outline 1. Project History/Overview – Frank Knott 2. Design-Build Process – Rachel Back 3. Archer Western/RS&H Team Approach 1. Overview 2. Alternative Technical Concepts (ATCs) and Innovations 3. Superstreet Intersection – Stephen Park 4. Other Added Value 4. Design-Build Procurement Results 5. Post-Award Partnering 6. Project Visualization 7. Project Status 8. Questions Timeline 2000s - Federalization of the Project from Manth Lane to US-1 and the PD&E Study - Initiation of PD&E Study and conceptual alternatives/corridor analysis 1980s -1990s - 3rd East-West River Crossing Planning Efforts - 2005 Voter Referendum, 89% approval of $165M general – Completion of the Port St. Lucie Blvd. obligation bond to fund Project and Prima Vista Blvd. Bridges - 2009 Opened 5 miles - City conveys over 1,000 acres of river Crosstown Parkway Corridor property to FDEP from I-95 East to Manth Lane Project History/Overview Project History/Overview February 2014 to Present - FHWA’s ROD Issued approving the LPA Route 1C - 1st Amendment FDEP MOU 2010s executed: revised Proprietary - Representative Corridor Mitigation Plan addressing “worst case scenario” - City permit applications to impacts SFWMD and USACE - MOU with FDEP - Draft
    [Show full text]
  • Best Design Practices for Walking and Bicycling in Michigan
    Best Design Practices for Walking and Bicycling in Michigan Michigan Department of Transportation Acknowlegements These best design practices were prepared by T.Y. Lin International at the direction of the Michigan Department of Transportation. Participating Agencies Center for Education and Research in Safety Western Michigan University Corradino Group Cover photo source: Ann Arbor Downtown Development Authority Best Design Practices for Walking and Bicycling in Michigan 2 Table of Contents Introduction 4 Corridor Improvements 35 Signalized Intersection Improvements 5 Sidewalks and Paved Shoulders 36 Proper Walking Speed 6 Road Diet 37 Fixed Time Signals or Pedestrian Push-Buttons 7 Raised Median 38 Pedestrian Countdown Signal 8 On-Street Parking 39 Leading Pedestrian Interval 9 Rear-In Diagonal Parking 40 Pedestrian-Only Phase (Scramble) 10 Bike Lane 41 Exclusive Left (Leading/Lagging) 11 Shared Lane Markings 42 Flashing Yellow Arrow 12 Buffered Bike Lane 43 Prohibited Left Turns (Michigan Left) 13 Colored Bike Lane 44 Prohibited Right Turn on Red 14 Contra-flow Bike Lane 45 Advance Stop Bar 15 Left Side Bike Lane 46 Pork Chop Island 16 Cycle Track 47 Bulb-Outs 17 References 48 Roundabout 18 Bicycle Signal Detection 19 Intersection Bike Crossing Markings 20 Bike Box 21 Two-Stage Bike Left Turn 22 Combined Bike/Turn Lane 23 Bicycle Signals 24 Unsignalized Pedestrian Crossing Improvements 25 Marked Crosswalk 26 Advance Yield Markings 27 In-Roadway Yield Sign 28 Pedestrian / Bicycle Refuge Island 29 Rectangular Rapid Flash Beacon 30 Pedestrian Hybrid Beacon 31 Midblock Signal 32 Roadway Illumination 33 Overpass or Underpass 34 Best Design Practices for Walking and Bicycling in Michigan 3 Introduction The Michigan Department of Transportation (MDOT) has undertaken Potential crashes for each best practice is summarized as either reducing a research initiative to determine how to optimize pedestrian and or having no difference on crashes.
    [Show full text]
  • Reduced Left–Turn Conflict Intersections Summary
    PROVEN SAFETY COUNTERMEASURE: Reduced Left-Turn Conflict Intersections FHWA Safety Program http://safety.fhwa.dot.gov NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for the use of the information contained in this document. The U.S. Government does not endorse products or manufacturers. Trademarks or manufacturers’ names appear in this report only because they are considered essential to the objective of the document. QUALITY ASSURANCE STATEMENT The Federal Highway Administration (FHWA) provides high-quality information to serve Government, industry, and the public in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement. Cover photo sources: Lef - Bolton & Menk, Inc., Top right - FHWA, Right bottom - FHWA Reduced Left-Turn Conflict Intersections What is it? Generally, reduced left-turn conflict intersections are geometric designs that lessen the number or severity of potential vehicle-to-vehicle conflicts associated with left-turn movements. Two of these highly effective intersection designs are included in this FHWA Proven Safety Countermeasure—the restricted crossing U-turn (RCUT) and the median U-turn (MUT). In addition to modifying conflict points, these designs simplify driver decisions, reduce intersection congestion and delay, and minimize the potential for related crashes. For the RCUT and the MUT, the main intersection and the designated U-turn locations may be signalized or unsignalized.
    [Show full text]
  • K-7/223Rd Street Area Transportation Plan Columbia Road to Victory Road K-7 Corridor Management Plan, Task Order #24 KDOT Project No
    K-7/223rd Street Area Transportation Plan Columbia Road to Victory Road K-7 Corridor Management Plan, Task Order #24 KDOT Project No. 7-106 K-7925-03 Prepared for the Kansas Department of Transportation City of Spring Hill, Kansas Miami County, Kansas June 2015 Acknowledgements The K-7/223rd St. Area Transportation Plan was developed through a collaborative process involving a number of key participants. Key staff involved in this plan included: Kansas Department of Transportation David Gurss, Corridor Planning Manager Wayne Gudmonson, District Engineer Hugh Bogle, Area Engineer Dave Schwartz, Models and Forecasting Manager City of Spring Hill Jim Hendershot, Community Development Director Miami County Shane Krull, County Administrator HNTB Corporation Phil Eilers, Project Manager Kip Strauss, Transportation Planning Manager Jared Miller, Traffic Engineering David Green, Design Engineer 2 Table of Contents Acknowledgements ....................................................................................................................................... 2 Purpose ......................................................................................................................................................... 4 Approach / Methodology .............................................................................................................................. 5 Phase 1 Initial Alternatives ....................................................................................................................... 5 Phase 2 Reasonable
    [Show full text]
  • (Stip) Project No. U-5769 | Union County Proposed Widening of N.C
    STATE TRANSPORTATION IMPROVEMENT PROGRAM (STIP) PROJECT NO. U-5769 | UNION COUNTY PROPOSED WIDENING OF N.C. 16 (PROVIDENCE ROAD SOUTH) FROM WAXHAW PARKWAY (S.R. 3530) TO REA ROAD (S.R. 1316) Public Meeting March 14, 2019 Project Description The N.C. Department of Transportation is preparing to widen N.C. 16 (Providence Road South) from Waxhaw Parkway (S.R. 3530) to Rea Road (S.R. 1316) in Union County. Purpose of the Meeting Purpose of and Need for the The purpose of the meeting is to present the local Project community and project stakeholders with project The purpose and need for this project is based on updates incorporating feedback received at the projected traffic volumes and continued needs for initial public meeting held on November 5, 2018. connectivity in the area. This project has multiple goals including: Project updates since November include the addition of U-turn bulbs and turning movements • Improving and widening N.C. 16 from Rea to improve mobility for side street users Road to Waxhaw Parkway throughout the corridor. • Alleviating existing and future congestion Participants are encouraged to review updated • Improving safety through reduced conflict points maps and to discuss any questions or comments with members of the project team. • Improving signal operation allowing more green time for the major streets You are also encouraged to provide written • Reducing congestion-related accidents comments by March 28, 2019. Project Schedule* SPRING Right of Way Construction FALL 2021 $23.8 million $58.7 million 2023 *Schedule and cost as shown in the currently adopted STIP are subject to change.
    [Show full text]
  • US-74 Corridor Revitalization Study CORRIDOR REVITALIZATION PLAN
    US-74 Corridor Revitalization Study CORRIDOR REVITALIZATION PLAN Stallings Indian Trail Monroe Union County TABLE OF CONTENTS VOLUME ONE — A FRAMEWORK PLAN Chapter 1 — Introduction Chapter 2 — Existing Conditions Chapter 3 — Framework Plan VOLUME TWO — CORRIDOR REVITALIZATION PLAN List of Figures Corridor Revitalization Plan Introduction Chapter 4 — Roadway Typologies Chapter 5 — Intersection Typologies Chapter 6 — US-74 Typologies Application Chapter 7 — Creating a Parallel Road Network Chapter 8 — Transit Chapter 9 — Land Use Typologies Chapter 10 — Aesthetics and Urban Design Chapter 11 — Land Use and Aesthetics Application Chapter 12 — Implementation US-74 CORRIDOR Revitalization Study LIST OF FIGURES 4.18 2-Lane Suburban Boulevard Cross-Section 4.19 2-Lane Suburban Boulevard Plan Chapter 4 – Roadway Typologies 4.20 Colony Road, South Charlotte, Charlotte, North Carolina 4.1 6-Lane Suburban Boulevard Cross-Section 4.21 4-Lane Suburban Boulevard Cross-Section 4.2 6-Lane Suburban Boulevard Plan 4.22 4-Lane Suburban Boulevard Plan 4.3 US-521 Johnston Road, Charlotte, NC 4.23 Colony Road, Morrocroft, Charlotte, North Carolina 4.4 4-Lane Rural Boulevard Plan 4.24 2-Lane Local Street Cross-Section 4.5 4-Lane Rural Boulevard Cross-Section 4.25 2-Lane Local Street Plan 4.6 Brookshire Boulevard, Charlotte, North Carolina 4.26 Cherokee Road, Charlotte, North Carolina 4.7 4- to 6-Lane Multiway Boulevard with Service Main Street (On-Street parking) Cross-Section 4.27 2-Lane Local Street, Lacey, Washington 4.8 4- to 6-Lane Multiway Boulevard with Service Main Street (On-Street parking) Plan Chapter 5 – Intersection Typologies 4.9 El Camino Real, Milbrae, California 5.1 2-Lane Roundabout 4.10 El Camino Real, Milbrae, California 5.2 Griffithtreet S 2-Lane Roundabout, Davidson, NC 4.11 Multiway Boulevard, Bothell, Washington 5.3 I-485 Moores Chapel Road Exit Single-Lane Roundabouts, Charlotte, NC 4.12 Tyrone Boulevard, St.
    [Show full text]
  • Maricopa County Enhanced Parkway Alternatives Study
    Maricopa County Enhanced Parkway Alternatives Study James M. Witkowski, PhD, James Beier, EIT Abstract This project evaluated the traffic operations performance of unconventional alternative intersection designs for the new “Arizona Desert Parkway” concept developed by the Maricopa Association of Governments and the Maricopa County Department of Transportation as part of the I-10 Hassayampa Valley Roadway Framework Study (2007). Phase 1 of the project evaluated and compared the traffic operations performance of conventional at-grade intersections along a hypothetical 12-mile corridor to that of a corridor consisting of indirect left-turn intersections (Michigan left-turns). Phase 2 added the evaluation and comparison of “Continuous Flow Intersections” to the assessment, and Phase 3 added continuous flow right-turn lanes to the indirect left-turn intersections. The Synchro/SimTraffic software was used to create a microscopic traffic simulation of the corridor with the alternative intersections designs. Performance measures consisting of total delay, delay per vehicle, vehicle travel time, total stops, and stops per vehicle were used to evaluate and compare alternatives at the corridor and individual intersection levels of analysis. Traffic volumes were established to test the alternatives against varying levels of congestion and to estimate the daily and hourly capacity of the corridor for each alternative design. Results of the study included the following: - The Michigan Left Turn (MLT) concept increased the capacity of the corridor by 45 to 50 percent over the use of conventional intersection design. - The hourly through lane capacity of an MLT intersection is on the order of 975 to over 1,025 vehicles per hour per lane in comparison to the typical 600 to 675 vehicles per hour per through lane for a conventional arterial intersection.
    [Show full text]
  • Signal Replacement with an Interchange
    1 Signal Replacement with an Interchange Department of Civil and Environmental Engineering The University of North Carolina at Charlotte Charlotte, North Carolina 28223-0001 August 2007 2 Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA/NC/2006-45 4. Title and Subtitle 5. Report Date Signal Replacement with an Interchange August 24, 2007 6. Performing Organization Code 7. Author(s): 8. Performing Organization Report No. Martin R. Kane, Caroline M. Kone, William Andrew Eagle 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Department of Civil & Environmental Engineering University of North Carolina at Charlotte 11. Contract or Grant No. Charlotte, North Carolina 28223-0001 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered North Carolina Department of Transportation Final Report Research and Analysis Group July 2005 - March 2007 1 South Wilmington Street 14. Sponsoring Agency Code Raleigh, North Carolina 27601 2006-11 Supplementary Notes: 16. Abstract The purpose of this research effort is to evaluate unique intersection designs for their suitability for use in lieu of an existing or proposed traffic signal. Traffic signals can cause unnecessary delay and capacity restrictions due to the operational characteristics of signalized intersections. This project identified alternative intersection (interchange) designs that could be implemented at signalized intersections that would serve the current traffic and also provide a higher capacity for the main traffic movement. Analyses were conducted primarily using SYNCHRO 6 software from Trafficware Ltd. To model the different intersection/interchange designs identified for analysis. Eight designs were selected for in-depth analysis: Continuous Flow, Center –Turn Overpass, Echelon, Median U-turn, Michigan Diamond, Quadrant, SPUI, and Tight Diamond.
    [Show full text]