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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.
2
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.
3
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.
4
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.
10
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.
11
Messer, Carroll J. "Simulation Studies of Traffic Operations at Oversaturated, Closely Spaced Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 115–23. http://dx.doi.org/10.3141/1646-14.
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Traffic congestion continues to have a serious impact on the productivity of the nation’s transportation system. Signalized service interchanges in urban areas serve as a critical connection between freeway and arterial surface street systems. These facilities often experience serious congestion problems because of high traffic demands exceeding capacity and because of their common, closely spaced ramp terminals. Moreover, service interchanges are usually a part of a signalized cross arterial and may also have short spacings to adjacent signalized intersections. Major deficiencies exist in the analysis technology and software tools available for analyzing traffic congestion problems at oversaturated signalized interchanges and closely spaced arterial systems. Results are provided of an investigation into the nature of oversaturated systems and also undersaturated systems that may become congested (oversaturated) because of poor signal timing and deficient spacing between the signalized intersections. Although the initial research focus was on signalized service interchanges based on calibrated NETSIM simulations, the research results are also applicable to closely spaced signalized urban arterials. The research shows that traffic congestion is complex, but it can be characterized and modeled. An upper bound on signal control delay is provided for oversaturated arterial operations.
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Bared, Joe G., and Evangelos I. Kaisar. "Benefits of Split Intersections." Transportation Research Record: Journal of the Transportation Research Board 1737, no. 1 (January 2000): 34–41. http://dx.doi.org/10.3141/1737-05.
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As urban and suburban intersections become more congested, a likely remedy for recurring traffic jams is grade separation in the form of diamond or tight diamond interchanges. A more economical intersection configuration to relieve congestion has been built overseas. The major highway is separated into two-directional, one-way roads comparable to an at-grade diamond junction known as the split intersection. The split intersection facilitates smoother flows with less driver delay, mainly by reducing the number of required signal phases from four to three. The success of converting to the split intersection has been analyzed by using deterministic methods that showed increased capacity and noticeable reduction in delay. The analysis methodology relies on a microsimulation technique to predicate previous claims and provide economic benefits. Comparisons of vehicular delay between the single and the split intersection revealed substantial savings in travel delay, particularly for higher entering volumes and higher left-turning movements. The findings provide guidance to planners and designers on the expected benefits of converting a four-lane by four-lane single intersection to the split intersection.
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Messer, Carroll J. "Extension and Application of Prosser-Dunne Model to Traffic Operation Analysis of Oversaturated, Closely Spaced Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 106–14. http://dx.doi.org/10.3141/1646-13.
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Traffic congestion continues to have a serious impact on the productivity of the nation’s transportation system. Signalized arterials and service interchanges in urban areas serve as critical surface street facilities. These facilities often experience serious congestion problems because of high traffic demands that exceed capacity and also because of their common, closely spaced intersections and ramp terminals. Moreover, service interchanges are usually part of a signalized cross arterial and also may have short spacings to adjacent signalized intersections. Major deficiencies exist in the analysis technology and software tools available for analyzing potential traffic congestion problems at signalized arterials and service interchanges having closely spaced ramp terminals. This paper presents extensions of work originally published by Prosser and Dunne in Australia for analyzing the operational impacts of queue spillback on the capacity and delay of closely spaced signalized intersections. Coding of the described algorithm into FORTRAN was conducted, followed by experimental testing of the model using a calibrated version of the microscopic computer simulation program TRAF-NETSIM. Satisfactory comparisons were obtained between the initial version of the newly developed Prosser-Dunne Extended (PDX) model and NETSIM, but more testing and enhancement of the PDX model are recommended before implementation in existing operational software packages is considered.
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Claros, Boris, Praveen Edara, and Carlos Sun. "Safety Effect of Diverging Diamond Interchanges on Adjacent Roadway Facilities." Transportation Research Record: Journal of the Transportation Research Board 2618, no. 1 (January 2017): 78–90. http://dx.doi.org/10.3141/2618-08.
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Recent evidence has shown that the diverging diamond interchange (DDI) design improves the safety of the ramp terminals and the overall safety of the interchange. What is still not known is the safety effect that a DDI has on adjacent intersections and the speed-change lanes (SCLs) at freeway entrances and exits. This study addressed this void by examining DDI installations in Missouri. The early and many DDI implementations in Missouri provided a rich data set with which to conduct this study. Twelve major signalized intersections adjacent to the DDI ramp terminals were examined. Thirty-two SCL facilities, 16 freeway entrances, and 16 exits from 11 DDI sites also were examined. A manual review was done to assign 4,073 crash reports to corresponding facilities. The empirical Bayes (EB) method was used to estimate the safety effect of the DDI on adjacent facilities. No evidence showed that the DDI design had any effect, positive or negative, on the crashes that occurred at the entrance or exit SCLs. After DDI implementation, the changes were not statistically significant for SCL crash frequency, property damage only (PDO) crashes, and total crashes. For signalized intersections next to the DDI ramp terminals, the EB analysis showed a 6.5% decrease in fatalities and injuries, which was not statistically significant. The analysis also showed a 19.5% increase in PDO and a 12% increase in total crashes, albeit statistically significant only at the 90% confidence level. In summary, no strong evidence was found that DDIs affected safety, either negatively or positively, on adjacent SCLs or intersections.
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Warchol, Shannon, Thomas Chase, and Christopher Cunningham. "Use of Microsimulation to Evaluate Signal-Phasing Schemes at Diverging Diamond Interchanges." Transportation Research Record: Journal of the Transportation Research Board 2620, no. 1 (January 2017): 10–19. http://dx.doi.org/10.3141/2620-02.
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Even though diverging diamond interchanges (DDIs) have been the subject of research for more than a decade, the effort to standardize interchange signal timing has developed only recently. A three-factor fully crossed experiment was conducted to investigate the influence of crossover spacing and increased volumes on the performance of DDI phasing schemes. PTV Vistro software and the dynamic bandwidth assessment tool were used to optimize the split, cycle length, and offset of each of the 72 treatments. PTV Vissim software was used to collect microsimulation data. Mean interchange delay and mean stops per vehicle were selected as measures of effectiveness. Pairwise comparisons were used to determine whether an existing preferred phasing scheme could minimize delays or stops under three cases: ( a) given spacing and increased volume, ( b) given volume independent of spacing, and ( c) given spacing independent of increased volume. The data revealed that a two- or three-critical-movement phasing scheme usually resulted in the lowest mean interchange delay and the fewest stops. Overall, the results provide an initial signal timing scheme for practitioners given a crossover spacing, an increased volume, or both. Future work will include exploring low volumes, balanced interchange volumes, and their effects on the four-critical-movement phasing scheme, as well as the effect of closely spaced adjacent intersections.
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Mogalli, Maged Abdullah, Abdullah Ibrahim Al-Mansour, and Seongkwan Mark Lee. "Performance Evaluation of Diverging Diamond Interchange Compared to Conventional Diamond Interchange: A Case Study in Riyadh City." Journal of Computational and Theoretical Nanoscience 17, no. 2 (February 1, 2020): 736–42. http://dx.doi.org/10.1166/jctn.2020.8712.
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The road users usually suffer from several kinds of congestion and delay especially at intersections. The traffic flow congestion due to increasing traffic volumes can be decreased by implementing some suitable alternative designs of interchanges such as Diverging diamond interchange (DDI) and conventional diamond interchange (CDI). In this study, a comparison between the DDI and CDI in traffic conditions in Riyadh city is conducted. The analysis involved different measures of effectiveness that includes delay, queue length, and number of stops. In this context, each interchange type was evaluated for traffic volumes at certain peak hours using micro-simulation program named as “Synchro.” The finding of this study shows that DDI provides a better result when compared with CDI in terms of delay, queue length and number of stops. The control delay for the DDI is approximately one third of the CDI. Also, the queue length for the DDI is about one half of the CDI. Furthermore, the number of stops for the DDI is as one half as the CDI.
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Dorothy, Paul W., Thomas L. Maleck, and Laura Aylsworth-Bonzelet. "Field Analysis of Operation and Design of Single-Point Urban Interchanges." Transportation Research Record: Journal of the Transportation Research Board 1579, no. 1 (January 1997): 11–17. http://dx.doi.org/10.3141/1579-02.
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Michigan is considering the much needed rehabilitation and upgrading of many of the freeway interchanges located in urban environments. The single-point urban interchange (SPUI) has been suggested as an alternative to designs presently used, in particular the Michigan urban diamond interchange. To evaluate the appropriateness of the SPUI, a literature review was conducted, along with an e-mail and telephone survey of other state departments of transportation experience with the SPUI. Then, a field review of selected SPUIs was conducted to collect observations about the geometric design, signal operation, pedestrian control, pavement markings, and land use and landscaping of SPUIs. A SPUI with the crossroad going over the freeway was found to be a preferred design. In addition, the smaller designs were observed to function the best. However, the use of continuous frontage roads is believed to counteract the advantages of the design. Currently, progression of the crossroad is not a problem, although the impact of the SPUI on intersections downstream must be considered. Additionally, the need for pavement markings in large SPUIs is paramount. However, these pavement markings overlap and cause driver confusion. Several other observations were also made: most SPUIs reviewed were not able to adequately provide for pedestrians, controlled access near the SPUI is suggested, and landscaping dramatically increases the aesthetics of the interchange. The SPUI is a good design and has a place. However, some of the newer and enhanced designs with the resulting increase in size may be counterproductive.
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Gagarin, S. A., O. V. Gagarina, and Omar Hazza Al-Subari. "FEATURES OF TRAFFIC NOISE ASSESSMENT AT ROUNDABOUTS IN IZHEVSK." Bulletin of Udmurt University. Series Biology. Earth Sciences 30, no. 1 (May 8, 2020): 37–42. http://dx.doi.org/10.35634/2412-9518-2020-30-1-37-42.
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The conditions of acoustic wave formation under urban development within traffic roundabouts are considered on the example of Izhevsk. The article refers to 5 single-level road interchanges, and provides the results of multiple acoustic measurements of the equivalent sound pressure level. The observations covered a different time range, typical for the daytime period. The average values vary from 66 to 68 dBA, and the maximum values range from 67 to 69 dBA. Based on the simulation results, acoustic discomfort zones were determined for each interchange. The variation was from 50 to 75 meters at averaged values of flows intensity (up to 1500 u / h) and from 60 to 110 meters at high intensity (up to 2000 u / h). The conclusion is made about the favorability of roundabouts from the position of noise comfort in comparison with traditional intersections equipped with traffic lights. The effectiveness of such measures is 2-3 dB.
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Tracz, Marian, and Mariusz Kieć. "Operational problems of 2+1 bypass road sections." Archives of Transport 38, no. 2 (June 30, 2016): 79–89. http://dx.doi.org/10.5604/08669546.1218797.
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The paper presents several problems of designing trunk-road bypasses of towns, which can be very helpful in improving their traffic performance. Such roads perform supplementary functions to the operation of network of motorways and express-roads constructed in Poland over the last decade. These problems include: selection of the cross section, selection and design of intersections and interchanges on bypasses, safety and traffic operation problems. The authors highlight the advantages of bypasses and point out some errors, which can be seen in the operation stage, basing on research and observation of 8 bypasses. In the paper traffic operation and road safety analyses for Zyrardow bypass are presented. The final part of the paper gives conclusions and recommendations for 2+1 bypass use and design.
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Barrette, Timothy P., Jacob Warner, Patricia Thompson, and Peter T. Savolainen. "Access Separation at Interchanges: Examining Crash Rates on the Cross-Street and in the Transition Areas from Full to Partial Access Control." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 17 (December 2018): 1–10. http://dx.doi.org/10.1177/0361198118795668.
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Access control remains an important concern to roadway agencies as the spacing of at-grade access points significantly affects both the safety and operational performance of highways. Significant variability exists with respect to policies dictating where the first access points may occur in the vicinity of interchanges. This study examines two important spacing criteria, which include: (1) the distance from the freeway off-ramp to the first access on the interchanging arterial roadway; and (2) the distance from a freeway on-ramp to the first at-grade intersection in areas with partial access control. To investigate these relationships, a series of crash prediction models were estimated that examined how crash risk changed with respect to access spacing while controlling for the effects of traffic volume and other pertinent characteristics. The results illustrate that at cross-streets near ramp terminal intersections, the crash rate generally increases as the distance to the nearest access point decreases. The same trend was also true of freeway transition areas. Ultimately, this research illustrates a complex relationship that exists among the proximity of the exit point of the controlled access facility and the adjacent access point, the volume of traffic along the roadway, and the volume of traffic at the access point.
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Korfant, Matúš, Ján Palúch, and Alica Kalašová. "A diverging diamond interchange (DDI) in conditions of road network in Slovakia." Transport and Communications 5, no. 1 (2017): 1–4. http://dx.doi.org/10.26552/tac.c.2017.1.1.
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This article focuses on the comparison of the current uncontrolled intersection and the new type of intersection. To obtain the most accurate results the intersection is simulated in the Aimsun software. The intersection is situated in Bratislava. It is formed by exits and entrances to the highway D2. The new type of the intersection is denoted as a Diverging diamond interchange (DDI) which increases the safety and fluency of the road traffic. It is most used in the interchanges.
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Habrel, M. "PROCESSES IN URBANISM. METHODS OF RESEARCH AND DESIGN." Municipal economy of cities 6, no. 159 (November 27, 2020): 70–77. http://dx.doi.org/10.33042/2522-1809-2020-6-159-70-77.
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Tasks, methodology and practical methods of research and design of processes in urban planning are revealed. The specificity of urban problems, which are complex and require consideration of the multidimensionality of solutions, creates difficulties in their study and consideration in the justification of design decisions. Based on the methodology of the systems approach, as well as the approaches that exist in the «study of operations» and which are developed in various fields of science and practice, the article considers special aspects of methodology and methods of research and design processes in urban systems. Attention is focused on problem statement, substantiation of models, their research and comprehension of analysis results. Regarding the study and design of processes in urban systems, the peculiarities of the approach are revealed in solving the problems of compaction of Lviv — a city where the population density per hectare exceeds all major cities of Ukraine, where the highest building density in the former USSR. According to the author, it is necessary to determine the formation of the urban system of Greater Lviv. The transport scheme of combination of motor transport, suburban railway connection, city electric transport, air (in particular small aviation) and subway is considered in detail. The transport framework of Lviv should consist of: - railway and automobile international transport corridors; - ring highways connected to the city by radial connections and transport interchanges at their intersections; - a new international station with a high-speed «narrow» track connected to the European railway network; - high-speed main railway lines, which will connect with the cities of the supra-regional settlement system; - subway; transport interchanges; modern bus stations. The opinion is expressed that the mechanical annexation of territories, which has already taken place by law, threatens to lead to an even greater aggravation of existing problems and the emergence of new poorly forecasted processes. The issue can be solved by developing the concept of Greater Lviv with the involvement of urban planners, specialized specialists of design and research institutions, as well as experts in this subject area.
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Sun, Jian Cheng, Hong Xu Lu, and Chen Feng Chen. "The Land Occupation Analysis of the Loop-Ramp Patterns of Freeway Trumpet Interchanges." Advanced Materials Research 1065-1069 (December 2014): 3388–92. http://dx.doi.org/10.4028/www.scientific.net/amr.1065-1069.3388.
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Interchange is not merely a major way of the intersection of main highways but also one of the important structures of freeway.And trumpet interchange is an important pattern of interchange. The design speed of ramps,the linearity indices of ramps and the patterns of loop ramps are the main influencing factors for the land occupation of freeway trumpet interchange.In this article, their influence on the land occupation have been analyzed in the first.Since then, specific studies between the land occupation and the loop-ramp patterns of trumpet interchanges.Finally, some advices were given to the design of interchanges.
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Liu, Fabao, Xingli Jia, Wenbin Li, Ao Du, and Dang Wang. "Analysis of Land Surface Temperature Evolution Based on Regional Road Scope." Advances in Civil Engineering 2020 (August 12, 2020): 1–15. http://dx.doi.org/10.1155/2020/4350787.
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To balance sustainable road construction and environmental impact, intrinsic relationships between regional road networks and land surface temperature (LST) along the roads must be examined. In this study, we hypothesize that expanding road networks can affect the LST within a given region. Thus, we determined the influence of varying road grades on the surrounding LST. Using an improved single-window algorithm with reasonably adjusted water vapor parameters, LST data for the relevant areas were extracted from Landsat 8 data. Analyzing these data revealed that, in the improved single-window algorithm, the MOD05 L2 water vapor parameter could obtain results, indicating that road grades are positively correlated with LST changes when road network mileage is increased. In addition, we found that LST was increased by highways and low-grade roads over distances of 180 m and 150 m compared with the surrounding area, respectively. Furthermore, LST was affected by road interchanges over a distance of 300 m and by intersections formed by low-grade roads over 150 m; both have a linear nonuniform influence on the propagation models. Finally, we determined that different highways in the LST radiation range can interact to form an LST concentration zone, resulting in further LST increases.
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Mekky, Ali. "Forecasting Balanced Highway Volumes Using Modeling Packages and Spreadsheets." Transportation Research Record: Journal of the Transportation Research Board 1556, no. 1 (January 1996): 46–57. http://dx.doi.org/10.1177/0361198196155600107.
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In many applications, particularly upon requests from highway engineering and design departments, transportation planners need to forecast link volumes of a particular highway. That usually includes turning movements at various interchanges and intersections. It is not unusual, for certain links in a high-growth area, that one or more of the forecast volumes are less than the present ones. A probable reason is that some of the base year volumes at that location are underestimated, or, generally, the base year model volumes are not very similar to the base year traffic counts. Attempts by practitioners to “factor up” those low volumes might result in an unbalanced forecast. The question of producing forecasts that are consistent among themselves and compatible with the base year counts using modeling packages and spreadsheet techniques is addressed. The latter is important particularly for transportation planners who do not have packages directly available to them. For planners who have packages, however, spreadsheet techniques could be beneficial when a quick response for several scenarios is needed. Simple techniques using a spreadsheet with or without transportation modeling software are described and applied to an example from the city of Niagara Falls, Canada. The results are compared with a more sophisticated technique. It is argued that the simple techniques can provide good approximations to the more sophisticated one in some applications.
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Rahimov, Kamran, Alireza Motamadnia, and Sadegh Samadi. "Technical and Economic Evaluation of Pinavia Interchange in Comparison with Roundabout Intersection by AIMSUN." Civil Engineering Journal 2, no. 3 (March 1, 2016): 102–12. http://dx.doi.org/10.28991/cej-2016-00000017.
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Interchanges that are investigated in this research are roundabout interchange and pinavia interchange that are simulated in AIMSUN software using traffic data. The parameters that are considered for each interchange are traffic volume, pollutant emissions, fuel consumption, travel time, delay time ,construction cost, repair and maintenance cost, travel time cost , fuel consumption cost and safety , so that in technical evaluation traffic volume, pollutant emissions, fuel consumption, travel time, delay time are compared by using two independent sample t – test that are used for comparing of two group of data and It is assumed that the variances are equal . Then In economic evaluation construction cost, repair and maintenance cost, travel time cost , fuel consumption cost and safety are converted into cost by using axis produce way that based on this supposal that storage in exchange for an hour of travel time, increase an hour of production opportunities and construction cost, repair and maintenance cost calculated by executive plans and Related Regulations and finally each parameter is weighted by AHP and obtain the universal (total) cost. Finally due to the total cost of the resulting it can be seen that for twenty-year period pinavia interchange in compare with roundabout interchange has 49% more efficient.
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Shin, Eon Kyo, Jang Hee Lee, Ju Hyun Kim, Jung Sik Kim, and Yong Woo Jeong. "Two-Level Signalized Intersection." Transportation Research Record: Journal of the Transportation Research Board 2060, no. 1 (January 2008): 53–64. http://dx.doi.org/10.3141/2060-07.
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Severe traffic congestion often occurs at intersections of high-volume traffic arteries. To reduce this congestion, innovative intersection designs such as the single-point urban interchange (SPUI), center-turn overpass (CTO), and echelon interchange (EI) have been implemented. This paper introduces a new type of intersection, the two-level signalized intersection (TLSI), which improves the efficiency of intersection operations under a wide variety of traffic conditions. The paper compares the TLSI with other innovative intersection types. Unlike the SPUI, CTO, or EI, the TLSI provides for complete separation of east–west and north–south traffic. The TLSI also enables the use of directional separation and leading, lagging, or overlapping lefts on both upper and lower levels. Simulation results indicate that, compared with these other innovative intersection types, the TLSI has the shortest delay times in most evaluation scenarios as well as the least sensitivity to variations in traffic volume. However, the TLSI shows significant delay when traffic volumes on the major and minor roads are vastly different.
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Goody, Alex. "MURDER IN MILE END: AMY LEVY, JEWISHNESS, AND THE CITY." Victorian Literature and Culture 34, no. 2 (August 25, 2006): 461–79. http://dx.doi.org/10.1017/s1060150306051278.
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The work of Amy Levy, as a Jewish, feminist, lesbian writer at thefin de siècle, coincides with what Sally Ledger and Roger Luckhurst describe as a “crucial moment in the formation and transformation of [the] object[s] of study” of “cultural and social historians, urban theorists, literary critics, post-colonial critics, feminist writers, and gay and lesbian theorists” (xiv). The concern of this article, rather than co-opting Levy into a particular critical framework, is to explore her presentation of subjectivity in the urban landscape, particularly in the poems of the posthumously publishedA London Plane-Tree and Other Verse(1889). In these poems and elsewhere the city instigates a disturbing unsettling of binaries and identifications which suggests the possibility of writing (of) divergent or subversive identities, what Cynthia Scheinberg terms Levy's “minority” voices (Women's Poetry191). The irregular, unregulated urban space undermines the closure of heterosexual, national narratives and provides a cartography for Levy's exploration of “the intersection between various minority positions and cultural discourses which construct and judge ‘others’” (ibid.). In the first two sections ofA London Plane-TreeLevy moves towards a complex elaboration of impermanently located self-knowledge that develops beyond the sexual and racial identifications of her earlier work in which she draws on more traditional and intelligible knowledges. Thus, the biblical and classical themes of “Xantippe” or “Magdalen” and the stable persona of the dramatic monologue are increasingly replaced by a lyric voice that occupies an unstable, modern, urban world. With her interest in the poet James Thomson (B. V.) and her 1883 essay on him, Levy can be seen to be identifying with an emergent late-nineteenth-century urban poetic that greatly influences the first section ofA London Plane-Tree. But it is not simply that Levy “discloses how the metropolitan world of high culture was increasingly infiltrated by…feminists, sexual dissidents, Jewish people, and freethinkers” (Bristow 80). The city ofA London Plane-Treeand the intersections, interchanges, and subversions it enables make it impossible to maintain the divisions of self and other, object and subject. It is through the space of the city that Levy is enabled to write the specificity of her own unauthorized, ambiguous, “minor” voice.
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TUAN BESAR, TUAN BADROL HISHAM, MOHAMMAD AKMAL SUHAIMI, and MUHAMMAD AKRAM ADNAN. "Evaluation of the Traffic Performance Measure for Exclusive Motorcycle Lane at Merging Section." ADVANCES IN BUSINESS RESEARCH INTERNATIONAL JOURNAL 3, no. 2 (December 31, 2017): 54. http://dx.doi.org/10.24191/abrij.v3i2.10097.
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Exclusive Motorcycle Lane (EML) is defined as a roadway meant exclusively for motorcycles or can be stated as motorcyclists who are compelled by law to use it and other vehicles are prohibited by law from using it. It is physically separated from the mainstreams carriageway and is grade separated from the main carriageway at intersections, interchanges or points of conflicts. Merging is one of the parts of way that motorcycle deceleration the speed from main stream lane to enter the Exclusive Motorcycle Lane (EML) with safe. The urban expressways in Malaysia have serious problems regarding the safety, efficiency and comfort ability at merging sections of an EML because of the insufficient geometric due to limited land and the right of way design configuration condition. The increase of traffic volume and demand lead towards the degradation of motorcyclist performance while on their wheels. This research is performed in order to achieve the objectives, i.e. to obtain and analyze local empirical data, such as flow rate, headway and speed on exclusive motorcycle lane at merging section that reflects on the local traffic condition on Federal Highway Route 2, and to obtainregression modeling that relates to Flow Rate with regards to the Headway 1-3, Time Mean Speed and Length of Merging Ramp section, Lm on the merging section of EML and merging ramp section. Tworegression models have successfully been performed with R-Sq 94.8 % for EML section and 31.1 % for merging ramp section. Its also highlighted the attributes of EML.
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Engelbrecht, Roelof J., and Kirk E. Barnes. "Advanced Traffic Signal Control for Diamond Interchanges." Transportation Research Record: Journal of the Transportation Research Board 1856, no. 1 (January 2003): 231–38. http://dx.doi.org/10.3141/1856-25.
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Most modern traffic signal controllers contain "advanced" features that are not often used but may improve traffic operations under certain conditions. The Texas Transportation Institute recently completed a research project for the Texas Department of Transportation, investigating how diamond interchange operations can be improved by using advanced controller features. The research evaluated advanced features available in the traffic signal controllers currently used for diamond interchange control in Texas. Eight potentially useful controller features were identified. The effectiveness of these features was evaluated with hardware-in-the-loop traffic simulation. The researchers considered the applicability of these features under different geometric and demand conditions and investigated the effect of detector technology and human factors issues on implementation. One of the main findings of the research was the potential usefulness of the separate intersection diamond control mode. The separate intersection diamond control mode is not commonly used, but, if applied judiciously under specific geometric and demand conditions, it can provide more efficient control than the three-phase or four-phase sequences typically used in Texas. The free separate intersection mode can significantly reduce stops at interchanges under low-volume conditions, especially if permissive interior left turns are allowed and steps are taken to reduce activation of the interior left-turn phases. The coordinated separate intersection mode has the potential to provide more efficient operation than the three-phase or four-phase sequence under certain conditions that can be determined with signal optimization software such as PASSER III, Synchro, and TRANSYT-7F.
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Olayode, Isaac Oyeyemi, Lagouge Kwanda Tartibu, Modestus O. Okwu, and Uchechi Faithful Ukaegbu. "Development of a Hybrid Artificial Neural Network-Particle Swarm Optimization Model for the Modelling of Traffic Flow of Vehicles at Signalized Road Intersections." Applied Sciences 11, no. 18 (September 9, 2021): 8387. http://dx.doi.org/10.3390/app11188387.
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The tremendous increase in vehicular navigation often witnessed daily has elicited constant and continuous traffic congestion at signalized road intersections. This study focuses on applying an artificial neural network trained by particle swarm optimization (ANN-PSO) to unravel the problem of traffic congestion. Traffic flow variables, such as the speed of vehicles on the road, number of different categories of vehicles, traffic density, time, and traffic volumes, were considered input and output variables for modelling traffic flow of non-autonomous vehicles at a signalized road intersection. Four hundred and thirty-four (434) traffic datasets, divided into thirteen (13) inputs and one (1) output, were obtained from seven roadsites connecting to the N1 Allandale interchange identified as the busiest road in Southern Africa. The results obtained from this research have shown a training and testing performance of 0.98356 and 0.98220. These results are indications of a significant positive correlation between the inputs and output variables. Optimal performance of the ANN-PSO model was achieved by tuning the number of neurons, accelerating factors, and swarm population sizes concurrently. The evidence from this research study suggests that the ANN-PSO model is an appropriate predictive model for the swift optimization of vehicular traffic flow at signalized road intersections. This research extends our knowledge of traffic flow modelling at a signalized road intersection using metaheuristics algorithms. The ANN-PSO model developed in this research will assist traffic engineers in designing traffic lights and creation of traffic rules at signalized road intersections.
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Mohamed, Ahmed I. Z., Yusheng Ci, and Yiqiu Tan. "A Novel Methodology for Estimating the Capacity and Level of Service for the New Mega Elliptical Roundabout Intersection." Journal of Advanced Transportation 2020 (March 12, 2020): 1–18. http://dx.doi.org/10.1155/2020/8467152.
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Mega elliptical roundabout is a new intersection on rural multilane highways. This intersection was developed in a previous paper using simulation data, and the authors found that it is better than interchange (full cloverleaf) in most scenarios of traffic flow. Basically, there are no guidelines or procedures for designing mega elliptical roundabout in AASHTO Green Book, Federal Highway Administration guides, and Highway Capacity Manual. Thus, the purpose of this study is to analyze the traffic operation performance and propose a methodology for calculating the capacity of mega elliptical roundabout and also the level of service by gap acceptance theory. Moreover, this research studied the influence of different values of truck ratios and also different values of a major highway speed on geometric design and traffic operation performance for mega elliptical roundabout. To validate the thoroughness of the proposed methodology, VISSIM simulations were conducted. This research will assist practitioners in determining the appropriate geometric design, assessing mega elliptical roundabout intersections, and making comparisons with other alternatives.
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BASSAN, Shy. "Empirical modeling of the relationship between decision sight distance and stopping sight distance based on AASHTO." Archives of Transport 4, no. 48 (December 31, 2018): 7–25. http://dx.doi.org/10.5604/01.3001.0012.8362.
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The paper introduces implementation of highways' stopping sight distance (SSD) and decision sight distance (DSD) based on AASHTO modeling assumptions. SSD characterizes the necessary distance for highway vehicles to stop safely in front from an obstacle. SSD is a function of vehicle speed, perception reaction time, deceleration rate, and grade based on AASHTO and most highway design international guidelines. The deceleration rate which is assumed constant (3.4 m/sec2) based on AASHTO 2011 is generally controlled by the friction coefficient depending on the road surface conditions. A driver's demanded deceleration rate may not exceed the range of friction coefficient according to various pavement conditions. Although SSD is generally sufficient to allow skilled and alert drivers to the stop their vehicles under regular situations, this distance is insufficient when information is difficult to comprehend. A DSD should be provided in highways geometric design when the driver is required to detect an unexpected or difficult to perceive information source. Interchanges (specifically exit ramps) and intersections, and required changing in driver direction of travel, changes in the basic cross section such as toll plaza, lane drop, are typical scenarios where driver needs DSD in the safety manner. The introduction of the two sight distance types (SSD and DSD) is a perquisite for empirical modeling of the relationship between DSD and SSD. The modeling refers to DSD for rural highways, suburban roads, and urban roads based on AASHTO models. Specifically the paper covers DSD three avoidance maneuver types of stopping (types A, A1, B) and three maneuver types of speed, path, and direction changing (types C,D, E) for the three roadway categories. The major parameters that control these avoidance types are pre-maneuver times, and pre-maneuver plus maneuver times. The empirical relationship proposed in this study simplifies the process of evaluating the decision sight distance based on stopping sight distance record, based on AASHTO models, without the need of strenuous estimation of the DSD model maneuver and deceleration parameters. Such a simplified correlation has not been found in the literature except a rough approximation documented in the British highway design guidelines.
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Wang, Jin, and Huaguo Zhou. "Using Naturalistic Driving Study Data to Evaluate the Effects of Intersection Balance on Driver Behavior at Partial Cloverleaf Interchange Terminals." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 38 (May 23, 2018): 255–65. http://dx.doi.org/10.1177/0361198118774670.
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Past studies showed that poor intersection balances at partial cloverleaf (parclo) interchange terminals significantly impact traffic safety and sight distance of drivers making left turns to entrance ramps. Some state traffic agencies have recommended a “balance” guideline that the length between the left-turn stop line on crossroads to the middle of the intersection should not be greater than 60% of the entire length of the intersection. However, a scarcity of research exists on how the balance of an intersection affects driver behavior, which has been identified as a critical contributing factor to intersection-related crashes. This study utilizes the Naturalistic Driving Study (NDS) data to evaluate the effects of intersection balance on driver behavior at parclo interchange terminals for proof-of-concept. A small but representative data sample was collected from the second Strategic Highway Research Program’s (SHRP 2) NDS dataset. It demonstrates statistical characteristics and overall trends of driver speed, acceleration/deceleration rates, and risk perception with the changing of intersection balances. Conclusions provide guidance on optimal intersection balance design that may help drivers make smoother and safer transitions from crossroads to entrance ramps at parclo interchange terminals.
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Rassokha, V. I., and N. A. Nikitin. "TRANSFORMATION OF AN ORDINARY RING ROAD INTERSECTION INTO A TURBO RING INTERSECTION: BANDWIDTH COMPARISON." Intelligence. Innovations. Investment, no. 6 (2020): 153–62. http://dx.doi.org/10.25198/2077-7175-2020-6-153.
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In large cities, a situation often arises when roundabout intersections of highways no longer cope with the passage of traffic flows. The main reasons for this problem are the inconsistency of the potential traffic capacity of the roundabout with real traffic flows, as well as the lack of knowledge and skills of drivers on the roundabout carriageway. To reduce the influence of the human factor, various solutions are proposed, but, as practice has shown, ducted roundabouts or «turbo rings» are the most effective. A feature of this configuration of the carriageway is the predictability of driver behavior due to the physical separation of lanes for traffic. In a number of countries, turbo ring intersections have already been put into operation, which made it possible to confirm the alleged advantages of this configuration: the absence of changeover maneuvers on the ring carriageway, the need to give way to a maximum of two traffic flows, and a decrease in the average travel speed along the ring intersection. The aim of this study was to compare the performance of the existing threelane intersection, characterized by a predominance of lefthand turn flow during rush hours, and the developed design of the turbo ring interchange. Empirical data on traffic flows and length of queues, as well as a matrix of correspondences, were used to calibrate the computer micromodel. Micromodeling was carried out by means of: specifying the matrix of correspondences, taking into account the distribution of the traffic flow in time; setting the rules of priority, speed of approach to the intersection and speed reduction zones; development of scenarios for the analysis of morning and evening rush hours, fluctuations in traffic flows in time. Performance comparisons were made for the node as a whole, as well as for the selected busiest routes in terms of average and maximum congestion lengths, average latency and downtime. To assess the performance of the intersections, it was proposed to use foreign methods for assessing the capacity based on the mathematical models of Bowie, Hagring and Fortine. It was revealed that the transformation of the existing circular intersection into a turbo ring made it possible not only to increase the throughput of the node, but also to reduce congestion at the entrances and exits, which determines the practical significance of the study. To study the possibility of integrating the methodology for assessing the throughput, considered in the article, into the domestic method for choosing the type of intersections, which is the basis of regulatory and technical documents. The ultimate goal of the study is to create a new methodology for assessing the throughput of circular intersections of various types, including taking into account the peculiarities of the functioning of circular intersections on the territory of the Russian Federation.
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Kukić, Katarina, and Aleksandar Jovanović. "Fuzzy logic approach on traffic control of a Diverging Diamond Interchange in real time." ITM Web of Conferences 29 (2019): 01005. http://dx.doi.org/10.1051/itmconf/20192901005.
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In the recent paper, authors have considered a problem of controlling an oversaturated intersection in real time and developed a mathematical model based on fuzzy logic. The model was tested on an oversaturate “T” intersection and we obtained solutions with less control delay in comparison to the “fixed time” model. First, we will present the basic concepts of those results. In the rest of the paper, we apply a similar technique to develop a model for controlling a diverging diamond interchange – a type of diamond interchange in which the two directions of traffic on the non-freeway road cross to the opposite side on both sides of the bridge at the freeway. This type of interchange was developed in the 1970s in France but since 2009. it has been implemented in many different locations, above all in the USA.
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Tian, Zong, Thomas Urbanik, and Reed Gibby. "Application of Diamond Interchange Control Strategies at Closely Spaced Intersections." Transportation Research Record: Journal of the Transportation Research Board 2035, no. 1 (January 2007): 32–39. http://dx.doi.org/10.3141/2035-04.
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Bared, Joe G., Praveen K. Edara, and Ramanujan Jagannathan. "Design and Operational Performance of Double Crossover Intersection and Diverging Diamond Interchange." Transportation Research Record: Journal of the Transportation Research Board 1912, no. 1 (January 2005): 31–38. http://dx.doi.org/10.1177/0361198105191200104.
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Transportation planners and traffic engineers are facing the challenge of inventing ways to mitigate congestion during the peak hours. Alleviating delays and improving safety for passengers and pedestrians are the primary motives. One way of achieving these objectives is to search for alternative intersection and interchange designs. This paper presents the results of a study on two new alternate designs: double crossover intersection and diverging diamond interchange. These designs were studied for different traffic scenarios with the use of traffic simulation, and the results showed better performance during peak hours than that of similar corresponding conventional designs. Better performance includes better level of service, shorter delays, smaller queues, and higher throughput.
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Bonneson, James A., and Karl Zimmerman. "Interchange Critical Movement Analysis for Planning and Preliminary Design Applications." Transportation Research Record: Journal of the Transportation Research Board 1920, no. 1 (January 2005): 1–12. http://dx.doi.org/10.1177/0361198105192000101.
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A procedure that can be used to compare a variety of common interchange types or make decisions about their design is described. The technique is based on the critical movement analysis approach traditionally used for signalized intersection analysis. This approach defines the rules for quantifying the sum of critical flow ratios for various interchange types. The concept of interchange delay is defined, and an equation for quantifying it is described. Simulation data are used to calibrate a series of models that relate the sum of critical flow ratio to interchange delay. A procedure that describes how these models can be used to obtain a quick estimate of the delay associated with a particular interchange type, given specific volume levels, lane assignments, and ramp separation distances, is documented.
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Zhou, Qi, and Zhilin Li. "Experimental Analysis of Various Types of Road Intersections for Interchange Detection." Transactions in GIS 19, no. 1 (February 28, 2014): 19–41. http://dx.doi.org/10.1111/tgis.12077.
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Wibisono, Endro. "Analisa Dampak Lalu Lintas Jalan Tambak Osowilangun Akibat Pembangunan Teluk Lamong Surabaya." UKaRsT 4, no. 1 (April 29, 2020): 69. http://dx.doi.org/10.30737/ukarst.v4i1.690.
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The development of the area in the Lamong Bay Surabaya which includes: Causeway, Connecting Bridge, Interchange Area, Container Yard, Pier is being carried out by the city government, this is one of the developments of land use that will give a direct influence on the surrounding traffic. Traffic problems can assume because of the large traffic flow in the area. The purpose of this study was to determine the magnitude of trip generation/attraction due to the construction of the Teluk Lamong port on Jalan Tambak Osowilangun, Surabaya. Predicting traffic performance on several roads and intersections around the study site (Jalan Tambak Osowilangun Surabaya) in 2020 (when the Teluk Lamong Port starts operating. The method for analyzing trip generation of vehicles entering and exiting the Teluk Lamong Port uses linear regression analysis of the relationship between volumes vehicle traffic in and out of an analog building with several variables/parameters that are thought to affect trip generation at Tanjung Perak Harbor as an analog port building. 1,626. This shows a very saturated condition, while at the intersection of Father Kalisari, the DS intersection is 1.10.Pembangunan kawasan di Teluk Lamong Surabaya yang meliputi Causeway, Jembatan Penghubung, Interchange Area, Container Yard, Dermaga sedang dilakukan pemerintah kota, hal ini merupakan salah satu pengembangan tata guna lahan yang akan memberi pengaruh langsung terhadap lalu lintas disekitarnya. Permasalahan lalu lintas dapat di asumsikan karena adanya arus lalu lintas yang cukup besar di daerah tersebut. Tujuan penelitian ini adalah untuk mengetahui besarnya bangkitan/tarikan perjalanan akibat pembangunan pelabuhan Teluk Lamong di Jalan Tambak Osowilangun Surabaya. Memprediksi kinerja lalu lintas di beberapa ruas jalan dan simpang di sekitar lokasi studi (Jalan Tambak Osowilangun Surabaya) tahun 2020 (saat Pelabuhan Teluk Lamong mulai beroperasi. Metode untuk analisis bangkitan perjalanan kendaraan yang masuk dan keluar Pelabuhan Teluk Lamong menggunakan analisis regresi linear hubungan antara volume lalu lintas kendaraan yang keluar dan masuk suatu bangunan analog dengan beberapa variabel/parameter yang diduga mempengaruhi bangkitan perjalanan di Pelabuhan Tanjung Perak sebagai bangunan pelabuhan analog kinerja persimpangan Margomulyo yang memiliki DS terbesar adalah dari arah Gresik (Romo Kalisari) menuju ke Surabaya (Kalianak), yaitu sebesar 1,626. Hal ini menunjukkan kondisi yang sangat jenuh. Sedangkan pada persimpangan Romo Kalisari, DS simpang sebesar 1,10.
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Flannery, Aimee, Lily Elefteriadou, Paul Koza, and John McFadden. "Safety, Delay, and Capacity of Single-Lane Roundabouts in the United States." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 63–70. http://dx.doi.org/10.3141/1646-08.
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Roundabouts are a form of at-grade intersection control that is used frequently around the world and is becoming popular in the United States. Roundabouts are being used to replace two-way and all-way stopcontrolled intersections and traffic signals in the United States. Roundabouts have also been used recently in Vail, Colorado, to improve an existing stop-controlled freeway interchange system. In this study, five single-lane roundabouts are studied to assess their safety and operational performance. All five sites were stop-controlled before roundabouts were installed, and overall the sites experienced a reduction in accident frequencies, rates, and also control delay. Aside from a review of safety and delay data before and after installation of the roundabouts, this study includes a comparison of field-measured control delay with that predicted by SIDRA, an analytically based software package that can analyze at-grade sign- and signal-controlled intersections as well as roundabouts. This study will help agencies better understand their ability to predict delay at American roundabouts. Finally, findings are presented regarding the accuracy of the roundabout capacity model contained in the 1997 update to Chapter 10 of the Highway Capacity Manual. Because of the lack of roundabout entries that are operating at capacity in the United States, an approximation of potential capacity based on available gaps in the circulating stream was made. These findings indicate that the manual may be optimistic in its prediction of capacity for single-lane roundabouts in the United States; however, it should be noted that the lack of roundabout entries operating under capacity in the United States only allows for an approximation of field capacity to be made at this time.
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Dwirahmawati, Farida, Nizar Nasrullah, and Bambang Sulistyantara. "ANALISIS PERUBAHAN KONSENTRASI NITROGEN DIOKSIDA (NO2) PADA AREA BERVEGETASI DAN TIDAK BERVEGETASI DI JALAN SIMPANG SUSUN." Jurnal Lanskap Indonesia 10, no. 1 (July 12, 2018): 13–18. http://dx.doi.org/10.29244/jli.v10i1.18356.
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The Interchange of highway is the intersection of several roads that consists of numerous road levels. It causes great number of traffic volume and releases vast pollutant quantities. This research objective were to analyze the influence of wind speed and traffic volume with NO2 concentrations at the surrounding of the interchange road. Researches were conducted at Cikunir interchange, between JORR E1 (Taman Mini-Cikunir segment), JORR E2 (Cikunir-Cakung), and Jakarta-Cikampek toll road. Concentration of NO2 gas was measured at the point of 0 m, 10 m, and 75 m from the shoulder in the green belt plot and in the plot having no green belt. The results showed that there is a significant correlation between traffic volume with ambient NO2 concentration. The correlation level between the volume of vehicle with NO2 concentration is 0.925 (very strong). Wind speed did not have a significant correlation with NO2 concentrations. Volume of vehicles and wind speed simultaneously (together) have a significant correlation on the NO2 concentration.
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Zheng, Wei, and Lin Gao. "Study on the Affects of Partition of the Parallel and Cross Tunnel Adjacent Construction." Advanced Materials Research 989-994 (July 2014): 954–57. http://dx.doi.org/10.4028/www.scientific.net/amr.989-994.954.
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This paper was based on the parallel and cross section on the east coast of Xiangjiang river crossing tunnel on Yingpan road in Changsha City, and studied on the affects of partition of it adjacent construction. The conclusions were drawn as followings: When the vertical spacing is larger than 4D, it didn’t need to consider the influence of vertical spacing on parallel interchange tunnels close construction, can be considered as two parallel tunnels. And when the level spacing is larger than 4D, it didn’t need to consider the influence of level spacing on parallel interchange tunnels close construction, can be considered as two intersecting tunnels.
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Pastushkov, G. P., and V. G. Pastushkov. "PRINCIPLES OF CALCULATION AND MONITORING OF STRESS-STRAIN STATE OF THE GRADE-SEPARATED TRAFFIC INTERCHANGES IN MINSK." ACADEMIC JOURNAL Series: Industrial Machine Building, Civil Engineering 2, no. 49 (October 17, 2017): 126–34. http://dx.doi.org/10.26906/znp.2017.49.833.
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The results of scientific accompaniment and monitoring of construction of the transport interchange at the intersection of Independence Avenue and Filimonova Street over tunnels and other structures of Minsk subway. In order to ensure (in three shifts) the construction and installation works at construction of transport interchange around a number of innovative technologies in both for designing and work performance has been used. Construction monitoring envisaged continuous control of deformations and stresses of constructions of underground tunnels in the online mode and data transmission to all interested organizations. The calculation model of the existing tunnels has been developed, which includes the design of the lining and the surrounding soil massif. A theory for calculating underground structures based on the deformation of materials of building structures and geomechanical models composing a soil massif has been proposed.
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Peng, Yun, Wenyuan Wang, Xinglu Xu, Modi Chen, Xiangqun Song, and Xiangda Li. "A Simulation-Based Dynamic Programming Method for Interchange Scheduling of Port Collecting and Distributing Network." Journal of Advanced Transportation 2018 (August 6, 2018): 1–17. http://dx.doi.org/10.1155/2018/4805250.
Full textAbstract:
As one of the effective methods to reduce congestion, grade intersection has already been changed to interchange in port collecting and distributing network (PCDN) of many Chinese ports, since the first interchange was built in the PCDN of Dalian port in 1924. Due to the growing demand for port freight transportation, congestion in PCDN is becoming one of the inevitable problems that need to be solved. This paper addresses the best interchange scheduling multistage decision problem in PCDN at a network level. The main challenges are how to estimate the delay time and cope with high uncertainties in port network and PCDN. Therefore, a simulation-based dynamic programming (DP) model is proposed with the purpose of minimizing total cost in lifetime period by combining a DP model and two nested simulation models together. Two simulation models are built to figure out the delay cost in the optimization model, which cannot be calculated by mathematical analysis due to complex vehicle travel patterns and irregular traffic volume caused by random events, such as the arrival pattern of ships’, natural conditions, and storage period of cargos. Finally, a real project in northern China is presented as a case study. The proposed method can be applied in similar cases and can help solve analogous complicated multistage problems.
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Al adday, Feras. "Re-Evaluating Elements of an Existing Multi-Level Intersection: Naur Interchange as a Case Study." International Journal of Engineering Research and Technology 13, no. 8 (August 31, 2020): 1847. http://dx.doi.org/10.37624/ijert/13.8.2020.1847-1853.
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Tarasov, Evgenii M., and Dmitrii V. Zheleznov. "Development of an Intelligent System of Determinating the Coordinates and the Speed of the Train." Transport and Telecommunication Journal 17, no. 2 (June 1, 2016): 138–43. http://dx.doi.org/10.1515/ttj-2016-0013.
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Abstract Dynamic development of the country’s transport system leads to the increase of the length of highways, traffic interchange, including places of crossing with the railway. Notification time for crossing is determined by the maximum speed of the train, which is a significant disadvantage of the automatic crossing signaling. In reality the train speed is less than the estimated one, so the idles at transport intersection (crossing) reach 30-30 minutes, creating not only inconveniences to vehicle traffic, but also unfavorable environmental conditions. In the development of intellectual control system automatic crossing signaling there is applied the principles patterns recognition with lots of informative features and decisive functions with the procedure of “learning” the decisive function “teacher”.
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Bagga, Jay. "Old and new generalizations of line graphs." International Journal of Mathematics and Mathematical Sciences 2004, no. 29 (2004): 1509–21. http://dx.doi.org/10.1155/s0161171204310094.
Full textAbstract:
Line graphs have been studied for over seventy years. In 1932, H. Whitney showed that for connected graphs, edge-isomorphism implies isomorphism except forK3andK1,3. The line graph transformation is one of the most widely studied of all graph transformations. In its long history, the concept has been rediscovered several times, with different names such as derived graph, interchange graph, and edge-to-vertex dual. Line graphs can also be considered as intersection graphs. Several variations and generalizations of line graphs have been proposed and studied. These include the concepts of total graphs, path graphs, and others. In this brief survey we describe these and some more recent generalizations and extensions including super line graphs and triangle graphs.
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Hyder-Rahman, Nishat. "Commercial Gestational Surrogacy: Unravelling the threads between reproductive tourism and child trafficking." Anti-Trafficking Review, no. 16 (April 29, 2021): 123–43. http://dx.doi.org/10.14197/atr.201221168.
Full textAbstract:
Narratives of commercial gestational surrogacy (CGS) as ‘baby-selling’ often conflate or interchange the transfer of children born via surrogacy with trafficking in children or the sale of children, two sometimes overlapping but nonetheless distinct offenses. Moreover, anti-trafficking laws have been used to police cross-border CGS. But when do CGS arrangements fall within the category of legitimate ‘reproductive tourism’ and when do they amount to child trafficking? In this paper I critically explore intersections between human trafficking laws and CGS, vis-à-vis the child, charting the relevant trafficking laws in the context of international surrogacy, and analysing whether trafficking laws are an appropriate mechanism through which to regulate CGS. I conclude that while child trafficking might occur via surrogacy, CGS in itself is not child trafficking under international law.