Relevant bibliographies by topics / Intersections and interchanges

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
  6. Reports

Academic literature on the topic 'Intersections and interchanges'

Author: Grafiati
Published: 4 June 2021
Last updated: 7 February 2022

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Journal articles on the topic "Intersections and interchanges"

1

Eyler, Dennis R. "Arterial Interchange." Transportation Research Record: Journal of the Transportation Research Board 1912, no. 1 (January 2005): 65–71. http://dx.doi.org/10.1177/0361198105191200108.

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A family of interchange designs has been developed for arterial roadways that will not become freeways. These designs are compact and inexpensive. A critical feature that makes the designs unsuitable for freeways is that each roadway would have at-grade intersections. Called arterial interchanges, these designs are needed because traffic growth has caused the major intersections on many arterial roadways to reach capacity. Those intersections often have three through lanes and double left-turn lanes, and now triple left-turn lanes are in use. Large intersections are a problem for pedestrians and for signal control. These large intersections experience high crash rates and traffic delays. The limits for at-grade intersections have been reached. What is next if traffic grows? Conversion to a freeway is the traditional solution, but this is expensive, time-consuming, and often opposed. Adding through lanes is also expensive and an inefficient way to increase the capacity of a few intersections. Often, congestion at only one intersection controls the capacity of a corridor. If a freeway interchange design is used, new problems are created, including weaving, loss of access, and added right of way. The arterial interchange concept, if used along an entire corridor, will create a new type of arterial roadway that will provide 75% of the benefits of a freeway with only 50% of the impact. The arterial interchanges were analyzed with the use of traffic simulation (VISSIM), and those results, along with the estimated construction costs, are presented.
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Sutherland, Larry F., Daniel J. Cook, and Karen K. Dixon. "Operational Effects of the Displaced Partial Cloverleaf Interchange." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 17 (August 23, 2018): 108–19. http://dx.doi.org/10.1177/0361198118792755.

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As the roadway infrastructure in the United States evolves, transportation agencies continue to seek effective interchange alternatives that can accommodate site-specific needs, such as high through and turning volumes, or optimized traffic signal operations (by minimizing the number of traffic signal phases). In recent years, innovative interchanges such as the diverging diamond have enabled transportation agencies to explore unique designs compatible with their specific needs. This paper introduces a new innovative interchange, known as a displaced partial cloverleaf (DPC) interchange. This unique interchange is characterized by a single intersection, six free-flow movements, only four movements controlled by the solitary traffic signal, an intersection location that can be shifted, and only 12 conflict points. The flexible intersection location can help an agency improve corridor progression, eliminate conflicting queues from nearby intersections, or enhance/maintain the bridge structure without compromising the intersection operations. A microsimulation study was conducted to compare the operational performance of a DPC interchange to that of a four-quadrant type B partial cloverleaf (PARCLO B-4Q) interchange, which is very similar in layout to a DPC interchange. Results show significant decreases in experienced travel time for left-turning vehicles with the DPC. The DPC interchange is recommended as an alternative option for interchanges with very heavy left-turning onramp demand in combination with heavy crossroad demand.
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Hunter, Michael, Angshuman Guin, James Anderson, and Sung Jun Park. "Operating Performance of Diverging Diamond Interchanges." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 11 (June 19, 2019): 801–12. http://dx.doi.org/10.1177/0361198119855341.

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As the result of changing traffic patterns, many conventional intersections and interchanges can no longer accommodate growing traffic volumes and heavy turning movements. In response, there are various innovative intersection and interchange designs proposed and implemented to better accommodate these changes, and the diverging diamond interchange (DDI) is one of these alternatives. While there is a significant amount of research on the relative performance of DDIs and conventional diamond interchanges (CDIs), a clear set of guidance on demand conditions under which a DDI is likely an operationally more efficient solution is not readily available. This effort conducts a sensitivity analysis of CDI and DDI operational performance under various interchange lane configurations, including the selected study area of the Jimmy Carter Boulevard and I-85 interchange in Norcross, Georgia, under varying traffic demands and turn-movement ratios. The sensitivity analysis explores the detailed conditions in which one interchange configuration provides superior performance over the other. The sensitivity analysis is structured into a two-step process with a critical lane volume (CLV) analysis as the first step, followed by a VISSIM microscopic simulation study as the second step. Overall, the study found that a CDI is likely to be the preferred option at locations with traffic volumes well below capacity and cross-street left-turn traffic proportions below 30% of the total cross-street demand, and a DDI is likely to be preferred at locations with traffic volumes near capacity and cross-street left-turn proportions exceeding 50% of the total cross-street demand.
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Li, Zhixia, Madhav V. Chitturi, Andrea R. Bill, and David A. Noyce. "Operational Evaluation of Two-Lane Roundabouts at Freeway Ramp Terminals: Comparison Between Roundabout and Signalized Interchanges." Transportation Research Record: Journal of the Transportation Research Board 2637, no. 1 (January 2017): 99–113. http://dx.doi.org/10.3141/2637-12.

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In the United States, roundabouts have recently been constructed to replace signalized intersections at freeway ramp terminals as both a safety and an operational treatment. In practice, this treatment is in need of guidelines specifying conditions when the roundabout or signalized intersection is more appropriate to assist practitioners in deciding which alternative to choose. In particular, research providing a comprehensive operational comparison between roundabouts and signalized interchanges is lacking. The current research—though a strictly calibrated microscopic simulation platform—analyzes and models the control delay at double-lane roundabouts and signalized interchanges. Both roundabouts and signalized interchanges were modeled in a Vissim simulation platform. Capacity at each roundabout entrance was calibrated and validated separately for passenger cars and heavy vehicles, since both vehicle types have different critical and follow-up headways. The design of the simulation experiments covered 2,880 different scenarios for roundabouts and signalized interchanges with varying ramp and arterial volumes, ramp spacing, and heavy-vehicle percentages. From the simulation results, control delay and level of service of the off-ramp and arterial approaches of roundabouts and signalized diamond interchanges were modeled and compared. Ultimately, guidelines for the selection between double-lane roundabouts and signalized interchanges were developed and presented in the form of look-up tables. These tables provide an easy-to-use tool for practitioners to determine the appropriate double-lane interchange to install under specific combinations of traffic demand, heavy-vehicle percentage, and ramp spacing conditions.
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Parr, PhD, EIT, Scott A., Brian Wolshon, PhD, PE, PTOE, and Vinayak Dixit, PhD, PE. "Selection and allocation of manual traffic control points and personnel during emergencies." Journal of Emergency Management 13, no. 2 (March 1, 2015): 121. http://dx.doi.org/10.5055/jem.2015.0225.

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Manual traffic control is an intersection control strategy in which law enforcement officers allocate intersection right-of-way to turning movements. Many emergency traffic management plans call for manual traffic control in response to oversaturated roadway conditions. This is because it is thought to more effectively move traffic during temporary surges in demand. The goal of this research was to evaluate the current state-of the- practice used by the Army Corps of Engineers (ACE) in selecting intersections for manual traffic control and allocating police personnel to them during emergencies.This research uses the emergency traffic management plans developed by the ACE for nine counties in the Maryland Eastern Shore region. This area encompassing 14,318 intersections of which 74 were selected for manual traffic control during emergencies. This work sought to quantify the correlations that exist between intersection attributes and the ACE' decision to allocate officers to control them. The research findings suggest that US routes, State routes, and emergency evacuation routes are statistically significant in determining the need for police control at intersections. Also significant are intersection on contraflow corridors and intersections near grade separated interchanges. The model also determined that intersections isolated from evacuation routes and county exits were more likely to be selected for manual control, indicating that rural areas may rely on manual traffic control in the absence of multilane highway and freeways. This research also found that intersections involving evacuation routes, contraflow corridors, and grade separated interchanges may warrant additional police personnel (two or more officers) for manual traffic control.
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Bonneson, James A., and Carroll J. Messer. "Phase Capacity Characteristics for Signalized Interchange and Intersection Approaches." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 96–105. http://dx.doi.org/10.3141/1646-12.

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Described in this paper are the development, calibration, and application of models that collectively can be used to predict the saturation flow rate and start-up lost time of through movements at signalized interchange ramp terminals and other closely spaced intersections. These models were calibrated with data collected at 12 interchanges. It is concluded that saturation flow rate decreases as the distance to the downstream queue decreases. This queue is formed by the signal at a downstream intersection. Saturation flow rate increases with traffic pressure, as quantified by traffic volume per cycle per lane. It is recommended that an ideal saturation flow rate of 2,000 passenger-car units per hour of green per lane be used for signalized ramp terminals and other high-volume intersections in urban areas. The data collected for this research indicate that start-up lost time increases with saturation flow rate.
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Dixon, Karen K., Raul E. Avelar, Maryam Shirinzadeh Dastgiri, and Bahar Dadashova. "Safety Evaluation for Turnarounds at Diamond Interchanges: Assessing the Texas U-Turn." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 17 (September 24, 2018): 61–71. http://dx.doi.org/10.1177/0361198118797186.

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Texas frontage road turnarounds at diamond interchange locations are a common treatment in the State of Texas. This configuration, also often referred to as the Texas U-turn, allows vehicles traveling on a one-way frontage road to access the opposing direction one-way frontage road via a U-turn before the terminal intersections at the diamond interchange. This technique removes two potential left-turn maneuvers from the adjacent at-grade intersections. The frontage road turnaround has operational benefits that result from shifting vehicles that would typically be occupying the intersection. The safety of these turnaround configurations, however, is not well known. This paper focuses on the observed safety performance of these turnaround configurations at diamond freeway interchanges in Texas. The authors first developed a large randomly sampled data set to facilitate a statistically reliable assessment of U-turn safety performance for Texas interchanges. Next they conducted a safety performance assessment at locations with and without turnarounds and determined that site features that significantly influence the number of crashes include the volume of cross street traffic, the cross street right-turn configuration at frontage roads, the minimum radius in the turnaround, the longitudinal distance from the U-turn exit to the closest downstream driveway, and the number of lanes on each frontage road. The safety performance findings at locations with and without turnarounds suggests that an agency could construct a turnaround to enhance facility operations with the knowledge that construction will not adversely impact safety. Although the research introduced in this paper focuses on Texas locations, the findings should be applicable to similar facilities in other states if the turnaround conditions are similar.
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Dorothy, Paul W., Thomas L. Maleck, and Kristy K. Miller. "Operational Aspects of the Michigan Urban Diamond Interchange." Transportation Research Record: Journal of the Transportation Research Board 1612, no. 1 (January 1998): 55–66. http://dx.doi.org/10.3141/1612-08.

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As the Interstate highway system was constructed, a large number of freeway interchanges were designed and constructed. The design standards for these freeway interchanges, however, were not derived from an indepth analysis of past experience, because there was very little experience from which the design engineer could draw. Instead, most designs were replications and modifications of existing freeway interchanges. Thus, many of these early interchanges precede the Interstate system and Interstate standards. The simplest and perhaps most common interchange used is the urban diamond. Unfortunately, this configuration has relatively low capacity because all the turning movements occur at the intersections and left-turning vehicles have to yield to oncoming traffic. The Michigan Department of Transportation (MDOT), borrowing from its indirect left-turn strategy implemented for most at-grade urban boulevards, modified the traditional urban diamond in an effort to increase the design’s capacity. This modified diamond-interchange configuration is referred to as the Michigan urban diamond interchange (MUDI). Michigan State University and MDOT are jointly evaluating the merits of a MUDI geometric configuration. Computer modeling with TRAF-NETSIM was used to operationally compare the diamond to the MUDI. The TRAF-NETSIM simulations run on each type of interchange give valuable insight into which design is better under different volume and percent turning conditions. Operationally, the MUDI was superior to the diamond interchange in most cases. Additionally, the MUDI configuration does not transfer delay to downstream nodes, whereas the diamond interchange with frontage roads appears to affect the operation of these nodes.
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Elefteriadou, Lily, Clara Fang, Roger Roess, and Elena Prassas. "Methodology for Evaluating the Operational Performance of Interchange Ramp Terminals." Transportation Research Record: Journal of the Transportation Research Board 1920, no. 1 (January 2005): 13–24. http://dx.doi.org/10.1177/0361198105192000102.

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Interchange ramp terminals are critical components of the highway network. They provide the connection between various highway facilities (e.g., freeway–arterial and arterial–arterial), and their safe and efficient operation is essential. The objective of this research was to develop improved methods for capacity and quality-of-service analysis of interchange ramp terminals. The research focuses on at-grade intersections but not on the freeway proper. All geometric configurations and interchange types except trumpet interchanges are considered, and the scope of the research includes only signalized interchanges and not “Stop” sign–controlled interchanges and roundabouts. The development of the analytical methodology is primarily based on simulation. The reason for using simulation is that adequate samples of field data are not available, and it is prohibitively expensive to collect them for all types of interchange configurations. The research team assessed several simulation models that were identified as capable of simulating all types of interchange ramp terminals and selected the most appropriate one for model development. Once a simulation model was selected, a variety of interchange configurations were simulated, and selected measures of effectiveness were obtained. Analytical models were developed on the basis of the results of simulation to predict different measures, such as average control delay, volume-to-capacity ratio, and queue-to-storage ratio, for a variety of design and traffic control characteristics.
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Mehrara Molan, Amirarsalan, and Joseph E. Hummer. "Simulation Modeling of Pedestrian Performance in the New Synchronized and Milwaukee B Interchanges versus Existing Designs." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 35 (June 17, 2018): 151–60. http://dx.doi.org/10.1177/0361198118781652.

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Most U.S. highway agencies recognize the importance of designing safe, short, and comfortable paths for pedestrians. Providing such an acceptable condition for pedestrians requires specific attention at intersections and service interchanges due to their interaction with other modes of transportation. The main objective of this research was to analyze pedestrian operation at two new service interchanges—the synchronized and Milwaukee B interchanges—in comparison with four existing designs. The analysis consists of three main parts: (1) a general comparison among the designs for pedestrian performances in terms of safety, travel time, and the level of service; (2) investigation of the effects of vehicles on pedestrian performance; and (3) modeling the impact of pedestrians on the traffic operation of vehicles. A comprehensive series of simulation tests were run using VISSIM and Synchro to study the pedestrian performance of interchanges in various situations of traffic volume, turning traffic ratio, traffic distribution, and percentage of heavy vehicles. The results indicated that a relatively safe condition is expected for pedestrians in the proposed new designs in comparison with the existing interchanges; however, the pedestrians’ travel time was lower in all the existing designs than in the new designs except the diverging diamond interchange (DDI). The DDI, one of the most popular alternative interchanges, showed the worst performance in all the aspects of the pedestrian analysis. Despite the very good performance of conventional diamond interchange regarding pedestrian travel time and safety, pedestrians could have a significant negative impact on vehicle travel time through a diamond.
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Dissertations / Theses on the topic "Intersections and interchanges"

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Thomas, Chester. "Georgia intersection safety improvement program." Thesis, Atlanta, Ga. : Georgia Institute of Technology, 2008. http://hdl.handle.net/1853/24620.

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Chu, Suet-wa, and 朱雪華. "Assessing the performance of interchange in Hong Kong: a case study in Tseung Kwan O." Thesis, The University of Hong Kong (Pokfulam, Hong Kong), 2011. http://hub.hku.hk/bib/B46735525.

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Oh, Jutaek. "Evaluation and enhancement of accident prediction models and accident modification factors of rural intersections." Diss., Georgia Institute of Technology, 2002. http://hdl.handle.net/1853/32844.

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Visser, Salomé. "Guidelines for spacing of priority controlled intersections along urban collector roads." Thesis, [Bloemfontein?] : Central University of Technology, Free State, 2007. http://hdl.handle.net/11462/91.

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Ale, Gom. "Safety Effectiveness and Safety-Based Volume Warrants of Right-Turn Lanes at Unsignalized Intersections and Driveways on Two-Lane Roadways." Diss., North Dakota State University, 2012. http://hdl.handle.net/10365/19235.

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Disagreements regarding to what degree right-turn lanes improve or worsen the safety of intersections and driveways provided the motivation and the need for this study. The objectives of this study were to: a) carry out an in-depth study to determine the safety impacts of right-turn movements in different contexts, and b) develop safety-based volume warrants for right-turn lanes if safety indeed improves. Lack of adequate study on the applicability of past warrants and guidelines for the specific context of right-turn movements made from major uncontrolled approaches at unsignalized intersections, and particularly driveways, on two-lane roadways provided the scope for this study. Five-year historical data of statewide traffic crashes reported on Minnesota's twolane trunk highways were analyzed using binary/multinomial logistic regressions. Conflicts due to right turns were analyzed by fitting least squares conflict prediction models based on the data obtained from field surveys and traffic simulations. The safety impacts of rightturn lanes were determined through crash-conflict relationships, crash injury severity, and crash and construction costs. The study found that the probabilities of right-turn movement related crash ranged from 1.6 to 17.2% at intersections and from 7.8 to 38.7% at driveways. Rear-end, samedirection- sideswipe, right-angle and right-turn crash types constituted 96% of right-turn movement related crashes. Rear-end crash probabilities varied from 13.7 to 46.4% at approaches with right-turn lanes and from 37.9 to 76.9% otherwise. The ratios of rearend/ same-direction-sideswipe crashes to conflicts were 0.759 x 10-6 at approaches with right-turn lanes and 1.547 x 10-6 otherwise. iv Overall, right-turn lanes reduced right-turn movement related crash occurrences and conflicts by 85% and 80%, respectively. Right-turn lanes also reduced crash injury severity, hence, reducing the economic cost by 26%. Safety benefits, in dollars, realized with the use of right-turn lanes at driveways were 29% and 7% higher compared to those at intersections at low and high speed conditions respectively for similar traffic conditions. Depending on roadway conditions, interest rate and construction costs, the safety-based volume thresholds ranged from 3 to 200 right turns per hour during the design hour at intersection approaches, and from 2 to 175 right turns at driveway approaches.
Civil and Environmental Engineering
College of Engineering
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Barry, Christina Danielle. "Calibration of the hcm 2010 roundabout capacity equations for georgia conditions." Thesis, Georgia Institute of Technology, 2012. http://hdl.handle.net/1853/44887.

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There is increased interest in building modern roundabouts in Georgia and in the United States because of the safety and operational benefits that can be realized from this type of intersection. With this interest comes the increasing need to be able to estimate the capacity that a roundabout can provide after it is built. In the early 2000s, a National Cooperative Highway Research Program (NCHRP) study was conducted that, among other tasks, developed single-lane and multi-lane roundabout capacity estimation equations. These equations, presented in the Highway Capacity Manual 2010 (HCM 2010), can be calibrated using locally determined values of follow-up headway and critical headway. This study was designed to calibrate the HCM 2010 roundabout capacity equation for single-lane roundabouts to driving conditions in Georgia. In order to develop estimates of the calibration parameters, video imagery was recorded for 13 approaches at six roundabouts in Georgia for approximately two hours during the peak period. A total of 29.5 hours of video was recorded. Data from three of these roundabouts forms the basis of this thesis. The videos were processed by a Java program to collect time stamps that were subsequently used in Microsoft Excel to calculate the follow-up and critical headway values required for calibration. The values of critical headway and follow-up headway that were found from the video data are presented in the results as well as the single-lane capacity equations calibrated from the data. Two types of analysis were done, one that includes exiting vehicles and one that does not include exiting vehicles. When exiting vehicles were excluded, the weighted average of follow-up and critical headway were found to be 3.46 and 4.17 seconds respectively and when exiting vehicles were included in the analysis the weighted averages of the follow-up and critical headway were found to be 2.80 seconds and 3.34 seconds respectively. It was found that exiting vehicles do have an impact on the operations at the roundabout in most cases, and including exiting vehicles in the analysis tends to increase the capacity predicted by the calibrated equations.
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Pochowski, Alek L. "An analytical review of statewide roundabout programs and policies." Thesis, Georgia Institute of Technology, 2010. http://hdl.handle.net/1853/37285.

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As the modern roundabout continues to grow in popularity within the United States, more states are considering or implementing statewide roundabout programs and policies. To assist states with the implementation of statewide roundabout programs and policies, an analytical review of statewide roundabout programs and policies was conducted through an examination of literature, interviews, and data pertaining to the construction of roundabouts. The roundabout policy type for each state and the District of Columbia was located, and assigned to a roundabout policy type based on the strength of the identified policy type. In addition, a series of per capita analyses of the statewide roundabout policies was performed, as was a qualitative SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis. The results of the analysis show that the strength of a statewide roundabout policy is correlated to the number of roundabouts in a state, and states should consider implementing or strengthening their policies if they seek to expand the use of roundabouts in their jurisdiction. In addition, the perception of roundabouts, both by the general public and internal to the state DOTs, also continues to hinder the further implementation of roundabouts, and education should be utilized to minimize these obstacles. Furthermore, states should utilize identified successful implementation procedures, and should be cognizant of reasons for implementation failure, as they pursue the further use of roundabouts by their agency.
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Duncan, Allison Boyce. "Cyclist Path Choices Through Shared Space Intersections in England." PDXScholar, 2016. https://pdxscholar.library.pdx.edu/open_access_etds/2704.

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In the last several years, there has been growing worldwide interest in making streets safer for all users--pedestrians, cyclists, and motorists. One approach, shared space, is a traffic calming technique as well as urban design concept. This technique strives to fully integrate the roadway into the urban fabric by removing elements such as lane markings, curbs, and traffic signs. By removing these elements and creating a more plaza-like space, these sites become ambiguous and no user group as priority. The technique is relatively new, and the majority of existing research concerns pedestrians only. This mixed methods research focused on six intersections in England with the goal of understanding how bicycle riders perceive and travel through shared space intersections. Using video observations of the six sites in three cities, three shared and three control, this project analyzed the variations in the paths cyclists rode through the intersections. Data were collected on several variables related to both the cyclists and their interactions with the site itself such as helmet use and riding through crosswalks. Path analysis required the development a new evaluative variable in order to compare individual paths by how much deviation there was in each path ridden as compared to other cyclists. Site-specific surveys addressed the perceptions, bicycling experience, demographics, and path and route preferences by cyclists at both shared space and control intersections. The analysis indicated that cyclists rode similarly through both shared and control intersections, and that a large percentage of riders preferred to ride farther from motor vehicles when given the space to do so. This project offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Results indicated that, in these cases, shared space was not the panacea for nonmotorized users as some literature suggests, but nonetheless appeared to be a valid form of traffic calming. This research offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice.
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Hecht, Marie B. "A comparison of Bayesian and classical statistical techniques used to identify hazardous traffic intersections." Thesis, The University of Arizona, 1988. http://hdl.handle.net/10150/276795.

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The accident rate at an intersection is one attribute used to evaluate the hazard associated with the intersection. Two techniques traditionally used to make such evaluations are the rate-quality technique and a technique based on the confidence interval of classical statistics. Both of these techniques label intersections as hazardous if their accident rate is greater than some critical accident rate determined by the technique. An alternative technique is one based on a Bayesian analysis of available accident number and traffic volume data. In contrast to the two classic techniques, the Bayesian technique identifies an intersection as hazardous based on a probabilistic assessment of accident rates. The goal of this thesis is to test and compare the ability of the three techniques to accurately identify traffic intersections known to be hazardous. Test data is generated from an empirical distribution of accident rates. The techniques are then applied to the generated data and compared based on the simulation results.
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Ale, Gom Bahadur. "Safety Effectiveness and Safety-Based Volume Warrants of Right-Turn Lanes at Unsignalized Intersections and Driveways on Two-Lane Roadways." Diss., North Dakota State University, 2012. https://hdl.handle.net/10365/26510.

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Disagreements regarding to what degree right-turn lanes improve or worsen the safety of intersections and driveways provided the motivation and the need for this study. The objectives of this study were to: a) carry out an in-depth study to determine the safety impacts of right-turn movements in different contexts, and b) develop safety-based volume warrants for right-turn lanes if safety indeed improves. Lack of adequate study on the applicability of past warrants and guidelines for the specific context of right-turn movements made from major uncontrolled approaches at unsignalized intersections, and particularly driveways, on two-lane roadways provided the scope for this study. Five-year historical data of statewide traffic crashes reported on Minnesota?s twolane trunk highways were analyzed using binary/multinomial logistic regressions. Conflicts due to right turns were analyzed by fitting least squares conflict prediction models based on the data obtained from field surveys and traffic simulations. The safety impacts of rightturn lanes were determined through crash-conflict relationships, crash injury severity, and crash and construction costs. The study found that the probabilities of right-turn movement related crash ranged from 1.6 to 17.2% at intersections and from 7.8 to 38.7% at driveways. Rear-end, samedirection- sideswipe, right-angle and right-turn crash types constituted 96% of right-turn movement related crashes. Rear-end crash probabilities varied from 13.7 to 46.4% at approaches with right-turn lanes and from 37.9 to 76.9% otherwise. The ratios of rearend/ same-direction-sideswipe crashes to conflicts were 0.759 x 10^6 at approaches with right-turn lanes and 1.547 x 10^6 otherwise. Overall, right-turn lanes reduced right-turn movement related crash occurrences and conflicts by 85% and 80%, respectively. Right-turn lanes also reduced crash injury severity, hence, reducing the economic cost by 26%. Safety benefits, in dollars, realized with the use of right-turn lanes at driveways were 29% and 7% higher compared to those at intersections at low and high speed conditions respectively for similar traffic conditions. Depending on roadway conditions, interest rate and construction costs, the safety-based volume thresholds ranged from 3 to 200 right turns per hour during the design hour at intersection approaches, and from 2 to 175 right turns at driveway approaches.
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Books on the topic "Intersections and interchanges"

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Druyvestein, Johnson &. Anderson. Finding of no significant impact for, DPI 0195 (001), Missoula County Airport interchange, (Control no. 2163). Missoula?, Mont: s.n., 1994.

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Devlin, J. Geometric design guidelines: Intersections at grade. Dublin: National Roads Authority, 1986.

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Pline, James L. Left-turn treatments at intersections. Washington, D.C: National Academy Press, 1996.

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Highways, Montana Dept of. Department of Highways, IR 90-8(111)446, West Billings interchange. Helena, Mont: Dept. of Highways, 1989.

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Reid, Jonathan. Median U-turn intersection informational guide. Washington, D.C: U.S. Department of Transportation, Federal Highway Administration, 2014.

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Montana. Dept. of Highways. Department of Highways, IR 90-8(114)443, Shiloh Road Interchange. Helena, Mont: Dept. of Highways, 1989.

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Hummer, Joseph E. Restricted crossing U-turn intersection informational guide. Washington, D.C: U.S. Department of Transportation, Federal Highway Administration, 2014.

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Margaret, Gibbs. Illumination of isolated rural intersections. Ottawa: Transportation Association of Canada, 2001.

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Center, Turner-Fairbank Highway Research, and Kittelson & Associates, eds. Signalized intersections: Informational guide. McLean, VA]: Federal Highway Administration, 2004.

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Leisch, Jack E. Capacity analysis techniques for signalized intersections. Washington, D.C., USA (525 School St., S.W., Suite 410, Washington 20024-2729): Institute of Transportation Engineers, 1986.

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Book chapters on the topic "Intersections and interchanges"

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Abbey, Lester. "Intersections and Interchanges." In Highways: An Architectural Approach, 159–75. Boston, MA: Springer US, 1992. http://dx.doi.org/10.1007/978-1-4684-6515-0_13.

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Richardson, Megan. "Intellectual Property and Privacy Law." In Handbook of Intellectual Property Research, 135–48. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780198826743.003.0010.

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This chapter explores the intersections between intellectual property (IP) and privacy law. It notes that while the scope of what we may consider to be ‘intellectual property’ continues to expand to cover new creative and innovative practices, so too the meaning and scope of what we may consider to be ‘privacy’—traditionally understood as allowing the individual to enjoy a private sphere free from the public gaze—has come under pressure to expand to address new situations where loss of control over personal information and incursions on personal identity are seen to undermine human dignity and liberty. Thus ‘privacy’ and ‘intellectual property’ become ever more imbricated in our modern digital world, and we can expect to see ever more interchange between the laws that regulate these domains.
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Szabó, Máté. "From the Manorial Village to the Regional Center. The Economic Development of Barcs in the Period of Dualism." In Economic and Social Changes: Historical Facts, Analyses and Interpretations, 148–60. Working Group of Economic and Social History, Regional Committee of the Hungarian Academy of Sciences in Pécs, 2021. http://dx.doi.org/10.15170/seshst-01-17.

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At the very beginning of my essay I point out that what kind of natural and economical conditions Barcs have had in the 19th centuries. This is important becouse I had to place Barcs into this medium, which in the beginning of the 19th was a simple manorial village situated in the flood plain of the Drava. The Drava river had a great impact on the improvement of the village. This little manorial village by the end of the century became one of the determinative villages in the region of southern Transdanubia. I show why was the location of the village so importan at that time. As a vehicular interchange and with its warehouse capacity by the beginning of the 19th century it was significant too. There were five railway lines that are met in Barcs in the begining of the 20th century. So it was a significant vehicular intersection at that time. Furthermore after Kaposvár it was the second biggest industrial centre of the county. By this time it was famous about its wood and mill industries across Europe. Moreover it had a regional centre role at different types of food industries. I introduce to what kind of economical processies and infrastructural investments helped the large economical developement of the village. At the end of my essay I want to show the series of events
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Conference papers on the topic "Intersections and interchanges"

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Potucek, Jindrich, and Craig Finley. "Palmetto Section 5 SR-826/SR-836 Interchange." In IABSE Congress, New York, New York 2019: The Evolving Metropolis. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2019. http://dx.doi.org/10.2749/newyork.2019.2322.

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<p>The recently completed $559M reconstruction of the Dolphin Expressway‐Palmetto Expressway Interchange in Miami, FL (USA) represents an excellent example of severe urban site constraints due to the amount of traffic, the proximity to a busy international airport and the surrounding urban landscape. This paper illustrates the solutions adopted by the design‐build team to deal with the challenges of this urban site. Further, it explains how they were integrated in various phases of the project which was completed over a five‐year span, and completed in 2016.</p><p>The main focus of this paper is the four precast segmental flyovers with a total length of 2.4 km, designed by FINLEY and erected over the existing traffic (400,000 vehicles that traveled this route daily) with the use of a launching gantry. Several key modifications were proposed to the Owner’s original concept of the bridges and as part of the framework of the design‐build procurement. The design choices were driven by the selected erection method, the intent to relieve the congested area of the intersection by using fewer piers and simpler construction details. Most notably, this includes the introduction of a superstructure haunch to achieve longer spans, design of post‐tensioning details suited for easy construction and special design of pier heads with provisions for balanced cantilever stability that eliminated the need of temporary falsework towers in the tight space of the intersection’s heart.</p><p>The project highlights the positive aspects of a design‐build method, the importance of teamwork among design‐build team members and how the proposed modifications added value on this complex project.</p>
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Muchlisin, Muchlisin. "Modelling an Unconventional Intersection Single-point Urban interchange with PTV.VISSIM." In Proceedings of the Third International Conference on Sustainable Innovation 2019 – Technology and Engineering (IcoSITE 2019). Paris, France: Atlantis Press, 2019. http://dx.doi.org/10.2991/icosite-19.2019.27.

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Zhu, Xiaoxuan, Li Lei, Xingshen Wang, and Yinghui Zhang. "Signal Timing Optimization and Simulation Analysis of the Jinan Yanshan Interchange Export Intersection." In 16th COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2016. http://dx.doi.org/10.1061/9780784479896.127.

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Reports on the topic "Intersections and interchanges"

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Day, Christopher, Amanda Stevens, James Sturdevant, and Darcy Bullock. Evaluation of Alternative Intersections and Interchanges: Volume II—Diverging Diamond Interchange Signal Timing. Purdue University, December 2015. http://dx.doi.org/10.5703/1288284316012.

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Tarko, Andrew, Mario Romero, Thomas Hall, Shaikh Ahmad Matin, and Cristhian Lizarazo. Evaluation of Alternative Intersections and Interchanges: Volume I—Roundabout Capacity and Rollover Analysis for Heavy Vehicles. Purdue University, December 2015. http://dx.doi.org/10.5703/1288284316011.

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Li, Howell, Jijo K. Mathew, Woosung Kim, and Darcy M. Bullock. Using Crowdsourced Vehicle Braking Data to Identify Roadway Hazards. Purdue University, 2020. http://dx.doi.org/10.5703/1288284317272.

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Modern vehicles know more about the road conditions than transportation agencies. Enhanced vehicle data that provides information on “close calls” such as hard braking events or road conditions during winter such as wheel slips and traction control will be critical for improving safety and traffic operations. This research applied conflict analyses techniques to process approximately 1.5 million hard braking events that occurred in the state of Indiana over a period of one week in August 2019. The study looked at work zones, signalized intersections, interchanges and entry/exit ramps. Qualitative spatial frequency analysis of hard-braking events on the interstate demonstrated the ability to quickly identify temporary and long-term construction zones that warrant further investigation to improve geometry and advance warning signs. The study concludes by recommending the frequency of hard-braking events across different interstate routes to identify roadway locations that have abnormally high numbers of “close calls” for further engineering assessment.
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