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Transcript of James H. Dunlop NCDOT Congestion Management Section Congestion Management Options to Improve Air...
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James H. DunlopNCDOT
Congestion Management Section
Congestion Management Options to Improve Air Quality
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Ideal Driving Conditions
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Usual Driving Conditions
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Intersections
A place where two or more roads meet
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Conventional Intersection Conflict Points
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Intersection Congestion
What is the traffic control device that leads to more confusion,
congestion and air pollution than any other?
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Intersection Congestion
The Traffic Signal
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SignalizedIntersections
The Purpose of a Traffic Signal is to take the Right-of-Way assignment away from the main flow of traffic and assign it to lesser movements
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Signal Timing - Eight PhaseSignal Timing - Three PhaseSignal Timing - Two Phase
Main Street Green Time
Main Phase ~ 70% Green
Main Phase ~ 50% Green
Main Phase ~ 33% Green
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Signalized Intersections
Eight-Phase Signal
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Intersections
Does every intersection need every movement served at the same location?
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Alternative Intersection Design Concepts
Separate conflicting movements
Reduce conflicts
Remove signals where possible
Limit phases at signalized intersections
Provide better signal coordination
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Roundabouts
Superstreets
Quadrant Lefts
Jughandles
Offset “T” Intersections
Continuous Flow Intersection
Alternative Intersection Design Concepts
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3 Types of Circular Intersections
Traffic Circle
Circular Intersections
Columbus Circle – New York City
Market Square - Fayetteville
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3 Types of Circular Intersections
Traffic Circle
Traffic Calming Intersection
Circular Intersections
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3 Types of Circular Intersections
Traffic Circle
Traffic Calming Intersection Modern Roundabout
Clemmons, Forsyth Co. NC State, Raleigh
Circular Intersections
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Roundabout vs. Traffic CircleSize
Traffic Circle - ~ 800’ Diameter
Roundabout – ~ 180’ Diameter
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Roundabout vs. Traffic CircleDeflection
Roundabout – 45-60 degree entry
Traffic Circle – 90 degree entry
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Traffic Circle - Stop
Roundabout - Yield
Roundabout vs. Traffic CircleEntry Traffic Control
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Why Roundabouts? Safest Intersection
High Capacity / Low Delay
Good for All Modes of Traffic
Geometric Flexibility
Aesthetics
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There are 32 conflict points at a conventional intersection.
There are only 8 conflict points at a modern roundabout
Roundabouts - Safety
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In the United States – 2007
Total Crashes 48% Fatal/Injury Crashes in Rural Areas 78% Fatal/Injury Crashes in Urban Areas 60%
In North Carolina from 1999-2006
Conversion From Stop Sign Control 41% Conversion From Signal Control 74%
Sources:Insurance Institute For Highway Safety www.highwaysafety.orgNCHRP Report 572 onlinepubs.trb.org/onlinepubs/nchrp/nchrp_rpt_572.pdfNCDOT Safety Evaluation Group www.ncdot.org/doh/preconstruct/traffic/safety/Reports/completed.html
Roundabouts - SafetyCrash Reductions Following Installation of Roundabouts
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Peak Hour Traffic – Usually at least as efficient (same overall delay to drivers) as traffic signals or all-way stops
Off Peak Traffic – Usually much more efficient than traffic signals.
Multi-lane roundabouts can handle as much traffic as a busy signalized intersection
Roundabouts -
Capacity and Operation
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Roundabouts provide a safer crossing for pedestrians
Roundabouts – Multi-Modal
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PHOTOGRAPHY SOURCE: Lee Rodegerdts
Roundabouts – Multi-Modal
Roundabouts provide safer travel for cyclists
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Roundabouts – Multi-Modal
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Buses do not have trouble negotiating the roundabout, and provide a good location for bus stops
Roundabouts – Multi-Modal
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PHOTOGRAPHY SOURCE: Lee Rodegerdts
Large Trucks
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PHOTOGRAPHY SOURCE: Brian Walsh
Emergency Vehicles
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Roundabouts – Geometric Flexibility
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Roundabouts can be designed as ovals and oblong shapes in order to achieve better movement separation and accommodate unique intersection geometry
Works well for offset T-type and multiple legged intersections
Could be an option for median divided facilities where controlling access is an issue
Roundabouts – Geometric Flexibility
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Corridor Operation
Roundabouts – Geometric Flexibility
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Landscaping
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Landscaping
Bloomington, IN
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Landscaping
Houten, the Netherlands
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At a roundabout replacing a signalised junction, CO emissions - 29% NOx emissions - 21%fuel consumption - 28%
At a roundabout replacing yield regulated junctions, CO emissions + 4% NOx emissions + 6%fuel consumption + 3%
“The results indicate that the large reductions in emissions and fuel consumption at one rebuilt signalised junction can “compensate for” the increase produced by several yield-regulated junctions rebuilt as roundabouts.”
The effects of small roundabouts on emissions and fuel consumption: a case studyAndrás Várhelyi, Department of Technology and Society, Lund University, Sweden 2001
Roundabout Air Emissions
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Better fuel efficiency and air qualityWhere roundabouts replace signals, idling decreases which reduces vehicle emissions and fuel consumption by 30 percent or more.
http://www.dot.state.mn.us/roundabouts/
(Minnesota DOT)
Roundabout Air Emissions
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NY State Study Roundabout vs. Signalized intersection
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• Average Roundabout construction costs about $400,000
• Maintenance is minimal (mostly mowing any additional landscaping is done by others)
• Signalized intersection costs are about $100,000
• Signal maintenance costs are about $3,000-5,000 annually
• Construction of turn lanes is about $75,000-$150,000
Intersection Costs
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North Carolina Roundabouts
Inventory as of August 2010
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Clemmons, Forsyth Co.
Single Lane Roundabouts
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NC State, Raleigh
Single Lane Roundabouts
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Multi Lane Roundabouts
Griffith Street and Davidson Gateway Drive
Griffith Street andJetton Street
Davidson, NC
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• A type of intersection in which minor cross-street traffic is prohibited from going straight through or left at a divided highway intersection.
• Minor cross street traffic must turn right, but can then access a U-turn to proceed in the desired direction.
*Other configurations possible based on site specific conditions.
Superstreets
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Improved SafetyLess Travel Time
Economically BeneficialEnvironmentally Responsible
Why Superstreets?
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Reduced conflict points (especially crossing movements)
leads to reduced crashes
Improved Safety
Why Superstreets?
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Improved Safety
Total Conflict Points = 14
Superstreet Conflict Points
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Superstreet Benefits and Capacities(Research Project 2009-06)
Collision Type Crash Reduction %
Total -46
Fatal and injury -63
Angle and right turns -75
Rear ends -1
Sideswipes -13
Left turns -59
Other -15
Safety impact by collision type for unsignalized superstreets, %
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• Reduced “wait time” or delay• Increased roadway capacity• Improved signal coordination
Less Travel Time
Why Superstreets?
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Superstreet Phasing
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Superstreets
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2035 Full Network Delay Analysis (Traditional Build vs. Three-lane Superstreet Build) AM PM Traditional Superstreet % Change Traditional Superstreet % ChangeVehicles Exited (veh / hr) 31,760 35,618 12.15% 31,358 34,601 10.34%Vehicles Entered (veh / hr) 33,730 37,283 10.53% 34,039 36,494 7.21%Travel Distance (mi) 76,355 86,120 12.79% 73,721 82,465 11.86%Travel Time (hr) 10,121 6,628 -34.52% 10,245 7,051 -31.17%Total Delay (hr) 8,488 4,755 -43.98% 8,671 5,250 -39.45%Total Stops (number) 111,713 122,511 9.67% 120,421 119,534 -0.74%Fuel Usage (gal) 44,308 39,617 -10.59% 44,001 39,781 -9.59%Per Veh. Distance (mi) 2.4 2.42 0.57% 2.35 2.38 1.38%Per Veh. Time (hr) 0.32 0.19 -41.61% 0.33 0.2 -37.62%Per Veh. Delay (hr) 0.27 0.13 -50.05% 0.28 0.15 -45.13%Per Veh. Stops (number) 3.52 3.44 -2.21% 3.84 3.45 -10.04%Per Veh. Fuel (gal) 1.4 1.11 -20.27% 1.4 1.15 -18.06%
Superstreet-US 321 Hickory-Lenoir
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2009 – Looking south above Evans Road, PM peak
US 281 (San Antonio TX)
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As traffic congestion on U.S. Highway 281 eases due to the completion of the superstreet project, construction of new commercial and retail developments along the far North Central San Antonio corridor is ramping up.“We are close to 90 percent leased with no pad sites left,” Elliott remarked. “We've had quite a bit of interest because of the market, which is in a high growth area. And a lot of our tenants say they feel like business has increased since the superstreet was finished.”
US 281 Superstreet Comments
San Antonio Express-News March 17, 2011
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• Preserves the existing facility• Less expensive than an interchange• Provides good access to both sides of the
main road for development
Economically Beneficial
Why Superstreets?
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UPS Expects To Save $600 Million by Favoring Right Hand Turns
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• Less time spent idling at a red light• Reduction in environmental pollutants (exhaust fumes / fuel usage)
• Less acreage impacted by construction
and permanent facility
Environmentally Responsible
Why Superstreets?
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Superstreet-US 15-501 Chapel Hill
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"No Build" 23,998.16 Reduction %
Proposed 21,734.94 2,263.22 9.4%
Superstreet 18,595.24 5,402.93 22.5%
"No Build" 28,597.17 Reduction
Proposed 27,476.82 1,120.35 3.9%
Superstreet 25,468.64 3,128.53 10.9%
"No Build" 251,438.44 Reduction
Proposed 237,039.35 14,399.08 5.7%
Superstreet 209,440.20 41,998.24 16.7%
Estimated Annual Emissions** (kg)
VOC
NO x
CO
SuperstreetsUS 15-501 Chapel Hill
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Offset “T” Intersections
Two 3-Phase Signals Operate Better than an 8-Phase
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Alternative Intersection Concepts
Don’t Allow the “Simple” Fourth Leg
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• A network of adjacent intersections that work together to relieve congestion at a busy intersection
• Goal is to relieve one congested traffic signal with three or more simpler, less congested traffic signals
• “Simpler” = fewer “phases” at signal
What is a Quadrant Roadway?
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NC 73 Quadrant Roadway
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2030 Primary Network Delay Analysis (Full Movement vs. Quadrant Left) AM PM
Full Movement Quadrant Left % Change Full Movement Quadrant Left % Change
Vehicles Exited (veh / hr) 6,127 7,736 26.26% 7,425 9,087 22.38%
Vehicles Entered (veh / hr) 6,234 7,774 24.70% 7,557 9,231 22.15%
Travel Distance (mi) 2,985 3,595 20.45% 3,512 4,256 21.19%Travel Time (hr) 1,128 273 -75.81% 1,566 654 -58.22%Total Delay (hr) 1,044 169 -83.86% 1,464 527 -63.99%
Total Stops 11,310 9,785 -13.48% 15,851 14,378 -9.29%Fuel Useage (gal) 358 186 -48.01% 473 291 -38.59%
Per Veh. Distance (mi) 0.49 0.61 25.00% 0.29 0.35 19.52%
Per Veh. Time (hr) 0.20 0.04 -82.79% 0.21 0.07 -65.86%Per Veh. Delay (hr) 0.17 0.02 -87.21% 0.20 0.06 -70.58%
Per Veh. Stops 1.85 1.26 -31.48% 2.13 1.58 -25.88%Per Veh. Fuel (gal) 0.06 0.02 -58.83% 0.06 0.03 -49.82%
Capacity Analysis Results2030 Design Year Peak Periods
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Jughandles
Main Street – No Lefts
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Left In/Out Access
Ingress and Egress Movements at Same Time
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Continuous Flow (CFI)
Left Turns Move During Same Phase as Throughs
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Continuous Flow (CFI)
Side Street Left Turn at Same Time as Main Left
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Continuous Flow (CFI)