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Christopher CabralGraduate StudentUMass Dartmouth
In partial fulfillment of the requirements for the CEN 519 course inAdvanced Traffic Engineering Spring Semester 2012
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Confusing Intersection (half signalized) Frequent Accidents
The North Attleborough Board of PublicWorks has addressed the need forimprovements
Proposed solutions appear to be costly andcomplex
The town BPW has not yet agreed upon anypermanent solutions
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Visually and quantitatively investigate theproblems of the intersection
Simulations using peak AM and PM trafficvolumes with VISSIM
Design alternatives that have not yet beenproposed
Use VISSIM to simulate the newly proposeddesign for peak AM and PM volumes
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YearNumber of
Accidents
Number of Vehicles
Involved in AccidentsInjuries
2006 15 30 4
2007 16 31 4
2008 17 35 3
Total 48 96 11
Accident Counts (2006-2008)
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To
FromRoute-1A NB Route-1 NB Elmwood St Route-1 SB Route-1A SB
Route-1A NB 20 60 160 260
Route-1 NB 5 70 715 175
Elmwood St 15 25 80 20
Route-1 SB 60 230 20 5
Route-1A SB 170 85 0 5
ToFrom Route-1A NB Route-1 NB Elmwood St Route-1 SB Route-1A SB
Route-1A NB 45 50 70 205
Route-1 NB 10 75 380 120
Elmwood St 80 80 30 25
Route-1 SB 205 735 50 5
Route-1A SB 405 145 50 55
Peak AM Volumes
Peak PM Volumes
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Cycle Length, C = 88 s Number of Phases, N=3
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Parameter Time (s)
l1 3.3
l2 4.5
tL 7.8hs 2.0
Start up Loss Time ( l1 )
Clearance Loss Time ( l2 )
Total Loss Time ( tL ) Saturation Headway ( hs )
Critical Lane Flow, Vc
Vc = 1,321 vph
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Measured Critical Volume= Max of [ (Route 1 NB + Route 1 NB LT) / 2 Lanes +(Route 1 SB + Route 1 SB LT) / 2 Lanes ] + Max of [(Route 1A (EB) + Route 1A (EB) RT) / 2 Lanes +
Elmwood St]
Measured Critical Volume (AM)= (Route 1 NB + Route 1 NB LT) / 2 + (Route 1A (EB) +Route 1A (EB) RT) / 2
= (785 + 180) / 2 + (225 + 105) / 2 = 648 vph
Measured Critical Volume (PM)= (Route 1 SB + Route 1 SB LT) / 2 + Elmwood St= (945 + 50) / 2 + 215 = 713 vph
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Direction Calculated
Maximums
Measured
Critical Lane-Flow AM PM
All Approaches 1,321 648 713
Approach Capacity
Route 1 NB 1,002 483 293
Route 1 SB 675 158 498
Route 1A (EB) 470 165 208
Elmwood St 470 140 215
Since the measured capacities of each individualapproach and total critical lane flow are less thanthe allowable maximums, the signal phasing andtiming sequence is not the main problem causing
traffic queuing and delays
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Insert movie clip of peak AM simulation oncurrent design
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Insert movie clip of peak PM simulation oncurrent design
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ApproachMean (s) Standard Dev 85% Confidence Bounds
for Mean Delay (s)LOS
Route 1 NB 6.0 0.6 5.6 6.4 A
Route 1 SB 3.1 0.7 2.6 3.5 ARoute 1A (EB) 71.0 10.9 64.0 78.0 E
Elmwood St 10.2 0.9 9.6 10.8 A - B
Peak AM Volumes
ApproachMean (s) Standard Dev 85% Confidence Bounds
for Mean Delay (s)LOS
Route 1 NB 3.4 0.6 3.0 3.8 A
Route 1 SB 64.1 16.3 53.6 74.6 D - E
Route 1A (EB) 104.1 18.1 92.4 115.8 E
Elmwood St 14.0 0.6 13.6 14.3 B
Peak PM Volumes
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BETA Group, Inc
Engineering consulting firm hired by NorthAttleborough to design potential solutions
The town has not yet made any decisions
Costly and complex proposals submitted so far
3 Alternatives
Require movement elimination, land acquisition,and/or new road construction
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Open up existing intersection Have traffic from all 5 directions apart of1
signalized intersection Based on approach volumes, 4 additional
lanes to be constructed
Limited area, but with proper curb and median
adjustments the added lanes can fit Right Turn lanes for Route 1 SB and Route 1A NB
Left Turn lanes for Route 1 NB and Route 1A SB
5 Phases
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ProtectedMovements
UnprotectedMovements
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Originally, each approach was given its ownphase
VISSIM showed long queuing and delay times
Then, Routes 1 and 1A straight movements weregiven a phase together
Majority of traffic through intersection
Phases for protected turning movements weregrouped together
Route 1 SB to Route 1A SB movement eliminated
Only 5 vph for both peak AM and PM traffic
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Route 1A SB,All Protected
Movements
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Routes 1 and1A, NB and SB,
StraightMovements Route 1 SB
UnprotectedLeft Turn
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Route 1 NB,All Protected
Movements
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Route 1 SB andRoute 1A NB,
ProtectedRight Turns
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Elmwood St,All Protected
Movements
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Cycle Length (s)
Total Available Green Time (s)
Phase
Max Vol.
(vph)
Design Use
(vph)
Cycle
Length (s)
Total Available
Green Time (s)
% of Total
Design Use (%)
Green Time
(s)
Design Green
(s)
1 170 90
80.0 50.0
9.9 4.945055 5.0
2 393 260 28.6 14.28571 14.0
3 393 180 19.8 9.89011 10.0
4 240 240 26.4 13.18681 13.0
5 140 140 15.4 7.692308 8.0
Total 1,123 910 100.0 50.0 50.0
Phase
Max Vol.
(vph)
Design Use
(vph)
Cycle
Length (s)
Total Available
Green Time (s)
% of Total
Design Use
Green Time
(s)
Design Green
(s)
1 405 250
120.0 90.0
20.9 18.82845 19.0
2 395 395 33.1 29.74895 30.0
3 228 130 10.9 9.790795 10.0
4 205 205 17.2 15.43933 15.0
5 215 215 18.0 16.19247 16.0
Total 1,448 1,195 100.0 90.0 90.0
PeakAM
PeakPM
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ApproachPhase
1 2 3 4 5
Route 1 NB
Straight
R
11
G
20
G
10
y
4
ar
2
R
19
R
14
Route 1 NB
Left
R
11
R
20
G
10
y
4
ar
2
R
19
R
14
Route 1 SB
Straight
R
11
G
14
y
4
R
2
R
16
R
19
R
14
Route 1 SB
Right
R
11
R
20
R
16
G
13
y
4
ar
2
R
14
Route 1A NB
Straight
R
11
G
14
y
4
R
2
R
16
R
19
R
14
Route 1A NB
Right
R
11
R
20
R
16
G
13
y
4
ar
2
R
14
Route 1A SB
Straight
G
11
G
14
y
4
R
2
R
16
R
19
R
14
Route 1A SB
Left
G
5
y
4
ar
2
R
20
R
16
R
19
R
14
Elmwood StR
11
R
20
R
16
R
19
G
8
y
4
ar
2
AM PMApproach
Phase
1 2 3 4 5
Route 1 NB
Straight
R
25
G
36
G
10
y
4
ar
2
R
21
R
22
Route 1 NB
Left
R
25
R
36
G
10
y
4
ar
2
R
21
R
22
Route 1 SB
Straight
R
25
G
30
y
4
R
2
R
16
R
21
R
22
Route 1 SB
Right
R
25
R
36
R
16
G
15
y
4
ar
2
R
22
Route 1A NB
Straight
R
25
G
30
y
4
R
2
R
16
R
21
R
22
Route 1A NB
Right
R
25
R
36
R
16
G
15
y
4
ar
2
R
22
Route 1A SB
Straight
G
25
G
30
y
4
R
2
R
16
R
21
R
22
Route 1A SB
Left
G
19
y
4
ar
2
R
36
R
16
R
21
R
22
Elmwood StR
25
R
36
R
16
R
21
G
16
y
4
ar
2
Cycle Length =80 s Cycle Length =120 s
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Insert movie clip of peak AM simulation onnew design
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Insert movie clip of peak PM simulation onnew design
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Approach Proposed DesignDelay (s)
LOS Existing DesignDelay (s)
LOS
Route 1 NB Straight 6.7 12.6 A - B5.6 6.4 A
Route 1 NB Left 13.4 14.8 B
Route 1 SB Straight 10.6 12.1 B2.6 3.5 A
Route 1 SB Right 4.3 6.5 A
Route 1A NB Straight 19.4 21.2 B - C
64.0 78.0 ERoute 1A NB Right 17.8 20.1 B - C
Route 1A SB Straight 8.3 10.4 A - B
Route 1A SB Left 20.5 24.9 C
Elmwood St 16.2 18.8 B 9.6 10.8 A - B
ApproachProposed Design
Delay (s)LOS
Existing Design
Delay (s)LOS
Route 1 NB Straight 18.2 19.5 B
3.0 3.8 ARoute 1 NB Left 26.6 32.5 C
Route 1 SB Straight 43.8 47.2 D53.6 74.6 D - E
Route 1 SB Right 48.2 55.5 D
Route 1A NB Straight 21.6 23.2 C - C
92.4 115.8 ERoute 1A NB Right 27.6 36.0 C - D
Route 1A SB Straight 33.9 38.0 C - D
Route 1A SB Left 72.9 76.9 EElmwood St 35.1 39.2 D 13.6 14.3 B
PeakAM
Peak
PM
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New proposal evenly distributes delay timesand improves traffic operations
Not as complex and expensive compared to
other alternatives Proper curb and median adjustments can
allow for the additional lanes in this design to
fit within the already limited area Potential solution to minimizing accidents,
driver confusion, delays and queuing
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Maximum fixed green times analyzed Traffic Engineer will have to determine proper
Minimum green times as well as vehicle extension
times for Detectors Pedestrian phase neglected
Pedestrian button to be installed if designimplemented
Route 1 SB to Route 1A SB movementeliminated/sacrificed
Only 5 vph during both peak AM and PM volumes
Pavement markers - safely direct traffic
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Intersection Design. Massachusetts Highway Department, 2006. Cabral, Steven P.E. Crossman Engineering, Inc. Town of North Attleborough Board of Public
Works. 2012 Chaudhary, N., C. Chu, S. Sunkari, and K. Balke. Guidelines for Operating Congest Traffic
Signals. Texas Transportation Institute, 2010. DeGray, Jason. BETA Group, Inc. 2012 DeMelia, A. At a Dead End - Proposals to Fix Busy North Intersection Proving Complicated and
Costly. Sun Chronicle, Vol. News, No.http://www.thesunchronicle.com/articles/2012/02/14/news/10969045.txt , 2012.
Google Inc. Google Earth. , Vol. 5.1.3533.1731, 2009. Last, M., G. Avrahami, and A. Kandel. Using Data Mining Techniques for Optimizing Traffic
Signal Plans at an Urban Intersection. International Journal of Intelligent Systems, Vol. 26, No. 7,2011, pp. 603-620.
Massachusetts Highway Department. Project Development and Design Guide.http://www.vhb.com/mhdGuide/mhd_Guidebook.asp , Accessed February, 2012.
MassDOT. Average Crash Rates.
http://www.mhd.state.ma.us/default.asp?pgid=content/traffic/crashrate&sid=about , AccessedFebruary, 2012.
McShane, W., E. Prassas, and R. Proses. Traffic Engineering. Pearson, New Jersey, 2011.NCHRP. Evaluating Intersection Improvements: An Engineering Study Guide. Transportation Research
Board, National Research Council, 2001. PTV Vision. VISSIM. , Vol. 5.3, 2010.
http://www.thesunchronicle.com/articles/2012/02/14/news/10969045.txthttp://www.thesunchronicle.com/articles/2012/02/14/news/10969045.txthttp://www.vhb.com/mhdGuide/mhd_Guidebook.asphttp://www.vhb.com/mhdGuide/mhd_Guidebook.asphttp://www.mhd.state.ma.us/default.asp?pgid=content/traffic/crashrate&sid=abouthttp://www.mhd.state.ma.us/default.asp?pgid=content/traffic/crashrate&sid=abouthttp://www.mhd.state.ma.us/default.asp?pgid=content/traffic/crashrate&sid=abouthttp://www.vhb.com/mhdGuide/mhd_Guidebook.asphttp://www.thesunchronicle.com/articles/2012/02/14/news/10969045.txt8/2/2019 PowerPoint Presentation (Cabral)
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Thank you