Merging Taper Lengths for Short Duration Lane Closures

Size: px
Start display at page:

Download "Merging Taper Lengths for Short Duration Lane Closures"

Transcription

1 Merging Taper Lengths for Short Duration Lane Closures By LuAnn Theiss, P.E. (Corresponding Author) Associate Research Engineer Texas Transportation Institute TAMU College Station, Texas - Phone: () - Fax: () -00 l-theiss@tamu.edu Melisa D. Finley, P.E. Associate Research Engineer Texas Transportation Institute TAMU College Station, Texas - Phone: () - Fax: () -00 m-finley@tamu.edu and Gerald L. Ullman, P.E., Ph.D. Senior Research Engineer Texas Transportation Institute TAMU College Station, Texas - Phone: () -0 Fax: () -00 g-ullman@tamu.edu Prepared for Transportation Research Board, Washington, DC 0 th Annual Meeting, January -, 0 Submitted on November, 00 Word Count: (Abstract), (Text), 000 (Figures), and 0 (Tables) = 0 words

2 Theiss, Finley and Ullman Page 0 0 ABSTRACT Merging taper lengths described in the Manual on Uniform Traffic Control Devices are assumed to be applicable to roadways of all types. But driver expectations and traffic operations vary greatly between the higher-speed freeway environment and lower-speed signalized urban streets. This study investigated the operational impacts of reduced taper lengths on lower-speed urban arterials. The researchers found that drivers do react differently when merging taper lengths are modified. This is based on the fact that both the merging taper and the work vehicle in the closed lane can serve as visual cues to drivers to vacate the closed lane. For longer taper lengths, the channelizing devices are the primary motivator of driver lane changing. However, occluded vehicles are more likely to become trapped, creating mobility issues in the traffic stream. For shorter taper lengths, drivers are reacting to both the merging taper and the work vehicle itself. Although fewer vehicles become trapped near the merge point, the merge point is much closer to the work vehicle. For the no taper conditions (i.e., mobile operations), where the work vehicle was much larger than the trucks used during the merging taper observations, fewer drivers remain in the closed lane at comparable locations. Obviously, both motorist and worker safety must be considered when choosing the appropriate merging taper length for shorter duration work activities on urban arterials. Future research should investigate the worker safety implications of installing/removing various merging taper lengths versus the time it takes to complete the work activity.

3 Theiss, Finley and Ullman Page INTRODUCTION When the normal function of a roadway is altered for construction, maintenance, and utility operations, temporary traffic control provides for the continuity of the movement of traffic. The 00 Manual on Uniform Traffic Control Devices (MUTCD) () defines the minimum temporary traffic control requirements on streets and highways. The MUTCD also contains typical applications that depict common uses of temporary traffic control devices, since defining details that would be adequate to cover all applications is not practical. The temporary traffic control selected for each situation depends on many variables, including but not limited to the type of roadway, type of work, duration of operation, and location of work with respect to road users. When work is required in the traveled way, lane closures are used to separate road users from the work activity. A lane closure typically includes a transition area where drivers are redirected out of their normal path with channelizing devices that form a merging taper. A merging taper is important because it provides positive guidance for motorists as they merge out of the closed lane. In addition, a merging taper should be long enough to allow merging drivers to have adequate advance warning and sufficient length to adjust their speeds and merge into an adjacent lane. However, urban arterials are typically characterized by relatively low speeds ( mph or less) and frequent intersections and driveways. Depending on the location of work, merging taper lengths can easily extend into upstream intersections or interfere with driveways, creating deployment issues. When typical applications of work zone traffic control cannot be deployed as prescribed, engineering judgment is needed. The MUTCD recognizes this and allows for adjustment to merging taper lengths when they are to be used in close proximity to crossroads, curves, or other influencing factors. In addition, the MUTCD also suggests that longer tapers are not necessarily better than shorter tapers (particularly in urban areas) because extended tapers tend to encourage sluggish operation as well as encourage drivers to delay lane changes unnecessarily. In some cases it takes longer to setup and remove a full set of temporary traffic control devices than to perform the actual work. In addition, it is believed that the risk to workers during the temporary traffic control installation and removal may be as great, or even greater, than the risk incurred to actually perform the work. Consequently, the MUTCD provides flexibility and allows for agency judgment concerning the use of simplified control procedures for short duration and mobile work activities. However, for short duration operations that close a travel lane on a multilane road, a merging taper in accordance with MUTCD requirements must still be used. The time necessary to install and remove a MUTCD merging taper may still viewed as excessive by many who conduct very short duration work activities (maintenance crews, utility crews, etc.). Unfortunately, relatively little data regarding driver reaction to merging tapers of various lengths, particularly on lower speed arterials, are available in the literature. Consequently, it is difficult to objectively and accurately assess the potential trade-offs associated with shorter merging taper lengths that may be faster to install and remove, but which may not provide the same level of guidance and control to motorists as the current taper lengths provide. Therefore, as part of a recent Florida Department of Transportation (FDOT) sponsored project (), Texas Transportation Institute (TTI) researchers designed and conducted field studies on urban arterials to evaluate the operational impacts of conducting the following: short duration work activities with a standard merging taper, short duration work activities with a 0 ft merging taper,

4 Theiss, Finley and Ullman Page short duration work activities with a 00 ft merging taper, and mobile work activities with no merging taper. BACKGROUND Merging Taper Lengths Until the late 0s, the MUTCD () specified minimum desirable taper lengths based on only one formula: L=WS, where W is the width of the closed lane in feet and S is the th percentile speed in miles-per-hour. This formula applied only to relatively flat grades and straight alignments, but was considered valid for all speeds. The necessity of making adjustments to the taper length were noted, particularly for providing adequate sight distance and/or the close proximity of interchange ramps, crossroads, etc. However, some transportation professionals felt that the standard taper lengths for speeds less than 0 mph were excessively long. In, Graham and Sharp () proposed a revised taper length formula that yielded shorter tapers at speeds less than 0 mph (L=WS /0, where W is in ft and S is in mph). Proponents of the revised formula felt that the ability to stop and/or change direction was inversely proportional to the square of the velocity, and shorter taper lengths would interfere less with driveways and intersections. Graham and Sharp conducted field studies to directly compare traffic operations when standard and proposed taper lengths were used in the same work zones. The data collected included speed, erratic maneuvers, traffic conflicts, and lane encroachments. The field studies only considered long-term lane closure situations (i.e., no short duration study sites were included). In addition, none of the work zone sites studied included the use of arrow panels. Graham and Sharp found that the use of the proposed taper lengths did not produce a greater number of erratic maneuvers and slow-moving vehicle conflicts than with the standard taper lengths. In addition, the proposed taper lengths did not result in a greater number of passenger vehicle or truck encroachments on adjacent lanes. Thus, Graham and Sharp concluded that the shorter proposed taper lengths were not more hazardous than those previously used. However, they also concluded that taper lengths shorter than those studied may show an increase in conflicts; thus, the new proposed taper lengths were probably the minimum that should be considered. Based on these results, the proposed taper length formula was included in the MUTCD () for urban, residential, and other streets where the posted speed is 0 mph or less. Since that time, two formulas have been used to determine the taper length in work zones (Figure ). The MUTCD () also contains a table showing stopping sight distance (SSD) as a function of speed. Although the MUTCD merging taper lengths were not developed based on this criteria, as shown in Figure, merging taper lengths computed from the two formulas currently used are generally equal to or greater than the stopping sight distances. Thus, if a driver is unaware of the closure until striking the first channelizing device in the merging taper, the taper length provides adequate stopping distance between the decelerating vehicle and the work vehicle. In the late 0 s, TTI performed research on short duration work operations on freeways (). In that study, a no-merging taper condition with an arrow panel in a rural/suburban freeway travel lane was briefly tried at one site, but was quickly abandoned after observing severe braking by some drivers to avoid striking the arrow panel. Certainly, driver expectancies

5 Theiss, Finley and Ullman Page 0 0 regarding the need to brake and change lanes are much different on these types of freeway sections than they are on urban arterial streets, which raises questions about the applicability of the statement to these lower speed facilities. Recently, FDOT sponsored driver simulation-based research () to examine the feasibility of using reduced taper lengths to decrease worker exposure while performing work within the travel way of a multilane facility with a median lane or outside lane closure. The primary purpose of this study was to investigate whether reducing the standard taper length from 0 ft to 00 ft on roadways with a lane width of ft and a posted speed limit of mph increases accident likelihood. Researchers also considered the affect of the presence or absence of a visually occluding lead vehicle and additional traffic that trapped the driver at the beginning of the taper. In general, those researchers interpreted their results to indicate that the reduced taper length of 00 ft increased accident likelihood, and that this likelihood was even greater when a lead vehicle occluded the work zone. However, several limitations in the study methodology, protocol used, and discussion of results makes the conclusions drawn somewhat suspect. Most important of these limitations is the lack of a work vehicle with high-intensity, rotating, flashing, oscillating, or strobe lights operating in the closed lane downstream of the merging taper (which is recommended by the MUTCD when omitting the advance signing and channelizing devices) even though the lane closure consisted of only cones (i.e., no advance signing or arrow panel) Calculated Taper Length (ft) L=WS L=WS 0 SSD Posted Speed Limit (mph) FIGURE Comparison of MUTCD taper lengths and stopping sight distances. Work Duration Work duration is a major factor in determining the number and types of devices used in work zones. According to the MUTCD () short duration operations include work that occupies a

6 Theiss, Finley and Ullman Page location up to one hour and mobile operations include work that moves intermittently or continuously. Past research (,) has shown that both disparity and overlap exist between the definitions of short duration and mobile operations among transportation agencies, as well as among the specific activities associated with each type of operation. For example, work activities that take minutes or less to complete and move from location to location throughout the work period could be considered a short duration operation or a mobile operation that moves intermittently down the road. Intermittently is not defined in the MUTCD, but it does indicate that mobile operations often involve frequent short stops for activities such as litter cleanup, pothole patching, and utility operations, and are similar in nature to short duration operations. The MUTCD definitions are purposely vague in order to allow individual agencies to further clarify distinctions between work durations, as deemed appropriate. In order to better classify the type of work activity described in the previous paragraph, some public agencies have decided to specify the amount of time (e.g., up to minutes, no more than minutes, approximately minutes) that a mobile operation can stop in their mobile operation definition (0,,,, ). This time period is based on the belief that a well-prepared, efficient crew can install and remove a full set of traffic control devices for a lane closure in approximately minutes using conventional methods. In essence, the selection of a -minute threshold is implying that anytime the work activity is stopped for longer than the time it would take to install and remove a merging taper and other appropriate traffic control devices, those devices should be installed. Obviously, independent of the exact definitions used for short duration and mobile operations, these types of activities are inherently different from longer term stationary operations. At longer term stationary work zones there is ample time to install and realize the benefits from the full range of temporary traffic control devices (e.g., advance warning signs, tapers, arrow panels, etc.). However, some maintenance and utility operations only take a few minutes to complete and thus the time to install and remove temporary traffic control devices can take much longer than the actual work activity itself. Even the MUTCD recognizes this issue and indicates that workers face hazards during the installation and removal of traffic control devices. In addition, there is evidence to suggest that the installation and removal of temporary traffic control is one of the more dangerous times for highway workers (,). The MUTCD also notes that since the work time is short, delays affecting motorists are significantly increased when additional devices are installed and removed. Considering these factors, the MUTCD allows for simplified control procedures for both short duration and mobile work activities. A reduction in the number of temporary traffic control devices may be offset by the use of appropriate enhanced colors or markings on the work vehicles and more dominant devices, such as high-intensity rotating, flashing, oscillating, or strobe lights on work vehicles. The appropriateness of such adjustments is ultimately based on positive guidance considerations (). Generally speaking, these larger and more visible devices on a vehicle allow it to be seen farther upstream thereby providing some advance information to drivers about a downstream blockage or lane closure information that normally would have been provided through the upstream warning signs and arrow panel. However, the safety of short duration and mobile operations should not be compromised by using fewer devices simply because the operation will frequently change locations.

7 Theiss, Finley and Ullman Page Summary In summary, some maintenance and utility operations only take a few minutes to complete and thus the installation and removal of temporary traffic control devices may take much longer than the actual work activity itself. Independent of the whether these types of operations are defined as short duration or mobile work, simplified control procedures are desired as a way to minimize overall worker and motorist risk. While simplified control procedures are currently allowed, the time necessary to install and remove a MUTCD merging taper is still viewed as excessive by many who conduct work activities that take minutes or less to complete. The use of shorter taper lengths would further reduce the time that workers are exposed to traffic during the installation and removal of traffic control devices. However, previous merging taper length research is limited, so questions still exist as to whether reduced taper lengths would be acceptable for slower speed roadways. METHODOLOGY Field studies were conducted in Broward, Orange, and Hillsborough counties in Florida to evaluate the operational impacts of shorter merging taper lengths, including a no-taper condition (i.e., mobile operation). The data for this study were collected on several urban arterials under the following conditions: the speed limit was 0 or mph; the duration of the work operation was approximately minutes or less; the work vehicle had warning lights per MUTCD () and FDOT standards (); there were no advance warning signs and arrow panel; there were no sight obstructions; right lane closures; one or two lanes remained open to traffic; daytime lighting conditions existed with dry pavement; and the volume and complexity of the roadway were considered. The following merging taper treatments, shown in Figure, were evaluated in the field studies: 00 ft merging taper length with ft device spacing, 0 ft merging taper length with 0 ft device spacing, MUTCD standard 0 ft merging taper length with ft spacing, and no-taper condition (i.e., mobile operation).

8 Theiss, Finley and Ullman Page (a) 00 ft (b) 0 ft (c) 0 ft (d) Mobile FIGURE Merging taper lengths evaluated. Cone spacing for the 00 ft taper treatment was based on FDOT standards () which require ft spacing of cones in the taper on a facility with posted speeds of 0 to mph. A 0 ft taper treatment, using the same number of cones placed at 0 ft, was also included, since lane stripes are generally placed at 0 ft intervals on the pavement, this merging taper would be simpler to install (i.e., field personnel could simply place cones according to the lane stripes). The standard 0 ft taper length was based on MUTCD criteria. Cone spacing for the standard taper treatment was also ft. For all treatments, standard -inch reflectorized channelizing cones were used. The work vehicle was an FDOT pickup truck, similar to the one shown in Figure (a-c), and was used for the taper treatments because it represented the minimum size of vehicle that would likely be used for short duration utility operations. In accordance with FDOT standards (), the advance warning signs, arrow panel, and buffer space were omitted for all of the merging taper treatment observations. No merging taper was used during the mobile operations. The work vehicle was a utility company bucket truck, similar to the one shown in Figure (d). Researchers hypothesized that the larger utility truck would likely be more visible to approaching motorists than the standard FDOT pickup truck. Again, the advance warning signs, arrow panel, and buffer space were omitted for all of the mobile operations. A total of operations were observed at different locations. Not all treatments were observed at all sites. Due to phasing of the data collection, all treatments that used a merging taper were observed at the same sites, and the mobile operation data were collected in a separate phase at different sites. The researchers documented the site characteristics of each location. These characteristics included: speed limit, number of lanes open, time of day, sight distance, intersection spacing, surrounding land uses, and weather conditions. Speed profile data were captured to assess the speed and deceleration rates of free-flowing vehicles in the closed lane. Video cameras and manual tabulation were used to capture lane distribution and erratic

9 Theiss, Finley and Ullman Page maneuver data. Data collection locations varied by type of work (short duration or mobile) and data type. Additional information is provided in the discussion below. Primary measures of effectiveness (MOEs) selected for this research were lane distribution, percent remaining in the closed lane, percent occluded, percent trapped, and vehicle acceleration/deceleration rates. Lane distributions were based on the percent of traffic in each lane at various points upstream of the lane closure and at the beginning of the taper, allowing the researchers to determine how far upstream of the lane closure motorists are moving out of the closed lane. These data include all vehicles in the study area, regardless of their point of entry to or exit from the study area. The percent remaining in the closed lane is used to more closely evaluate the behavior of vehicles in the closed lane, and was estimated as the amount of traffic in the closed lane at various points upstream of the taper and work vehicle divided by the amount of traffic in the closed lane at 0 ft upstream (or 0 ft for the mobile operations to be able to compare the beginning of the taper data for the 0 ft merging taper treatment). It includes only vehicles that entered the study area in the closed lane, perceived and reacted to the work activity, and merged into the open lane. It does not include vehicles that entered from or exited to side streets or driveways located within the study area. The percent occluded is based on the percent of vehicles entering the study area in the closed lane within seconds of the vehicle ahead of them. The percent trapped is based on the amount of traffic in the closed lane within 0 ft of the beginning of the taper (or within 0 ft of the work truck in the case of the mobile operations) that decelerated to a stop, or almost stopped, waiting for a gap in the traffic stream in the open lane divided by the amount of traffic in the closed lane at 0 ft upstream (or 0 ft for the mobile operations). Vehicle acceleration/deceleration rates near the taper were also calculated to quantify driver reactions as they approached the work activity; however, these data are not discussed herein. For each MOE, the average value by treatment type within each roadway category (speed limit and number of lanes remaining open) was computed and compared. RESULTS The scope of this paper is limited to discussion of the results for the sites with mph posted speed limit and only one lane remaining open. Data for sites with lower speed limits and more lanes open followed similar trends and are discussed in the project research report (). Effects on Lane Distribution As drivers approached the work operation, they exited the closed right lane, creating a shift in the lane distribution. Figure shows the lane distribution as a function of distance to the work vehicle for all four treatments. Generally, a higher percentage of vehicles remained in the closed lane at the beginning of the merging taper with the 0 ft tapers ( percent) than with the other taper treatments (0 and percent for 0 ft and 00 ft, respectively). Interestingly, the lowest percentage of traffic ( percent) was present when no merging taper was used.

10 Theiss, Finley and Ullman Page 0 0% % Percent of All Traffic in the Closed Lane 0% % 0% % 0% % 0% % Mobile 00 ft Taper 0 ft Taper 0 ft Taper 0% FIGURE Driver response to treatments. Distance Upstream from Work Vehicle (ft) 0 0 Overall, one sees two different driver response patterns in Figure. The graph for the 0 ft taper length is shifted significantly to the left (farther upstream) than for the other three treatments. Obviously, the 0 ft merging taper encouraged drivers to exit the closed lane farther upstream than the other treatments, but a larger portion of drivers were still in the closed lane at the beginning of the taper. However, the slope of the graph for the 0 ft tapers is similar to the other taper length treatments. The lane distribution values for the other three treatments all begin at about the same value far upstream of the work vehicle, but begin to diverge as vehicles get about 00 ft from the work vehicle. These diverging graphs imply that both the merging taper and the work vehicle together serve as a warning system, providing cues to approaching drivers about the need to exit the closed lane. For the 0 ft and 00 ft tapers, the proximity of the start of the merging taper to the work vehicle decreases, and so more drivers move out of the closed lane prior to reaching the beginning of the merging taper because many are reacting to the realization that there is a work vehicle blocking the closed lane. This hypothesis is further confirmed by examining driver behavior in response to the large bucket truck used for the mobile operations. Even though no taper is present to provide a visual cue as to where they must begin to vacate the closed lane, the percentage of vehicles in the closed lane at distances 00 ft and closer to the work vehicle are less than those for the 0 ft and 00 ft taper treatments that were installed using a smaller work vehicle (i.e., pickup truck).

11 Theiss, Finley and Ullman Page Effects on Merging Behavior The beginning of the merging taper defines the point at which drivers must either begin to merge or stop to wait for an acceptable gap in the traffic stream in the open lane. Researchers were also interested in the behavior of motorists and traffic flow in the vicinity of the beginning of these merging tapers. Certainly, some drivers make a deliberate decision to move as far forward in the closed lane as possible prior to beginning to merge. However, other drivers are forced to stay in the closed lane because a suitable gap in the open lane may not be available. In either case, a large number of vehicles trapped in the closed lane at the merge point can lead to turbulent traffic flow as vehicles attempt to merge into the open lane of traffic from a standstill. This was considered to be an undesirable outcome by researchers. The traffic and site characteristics documented at each of the sites used in the study had considerable variation. Some of the characteristics that may influence traffic operations in the urban environment include traffic volume, the presence of signalized intersections, sight distance, turning movements, the presence of bus stops, and the frequency of buses in the traffic stream. The platooning effect that signalized intersections introduce into a traffic streams impact a driver s ability to merge out of a closed lane. For example, at higher traffic volumes, a platoon of vehicles released from an upstream intersection that is located a short distance from the beginning of the work zone may have fewer and smaller gaps into which the closed lane traffic can merge than one that is located further upstream. In addition, when a platoon is tightly grouped, a driver s ability to see beyond the leading vehicle is reduced. As the platoon disperses further downstream, merging gaps become larger and more abundant. Certainly, some drivers will intentionally remain in the closed lane to move as far forward as possible before merging. However, it is very possible that a considerable number of drivers in the closed lane were unaware of the lane closure as they encountered the work zone treatments because they were right behind another vehicle and so had the taper and work vehicle occluded from view. The researchers evaluated this possibility by identifying those vehicles entering the study area that had occluded views of the channelizing devices and work vehicle, and assessing how many of those occluded vehicles became trapped in the closed lane at the beginning of the taper. Occluded vehicles were those entering the study area in the closed lane within seconds of the vehicle ahead of them. Overall, almost half ( percent) of the closed lane vehicles observed during the field studies were occluded. Occluded vehicles are less like to be able to see the traffic control system (which includes both the merging taper and the work vehicle). Site and traffic characteristics, such as traffic volume and distance from upstream intersection, contribute to higher percentages of occluded vehicles. Because occluded vehicles may not have a clear view of the work zone, they are more likely to become trapped than vehicles that are not occluded. Trapped vehicles were those vehicles in the closed lane within 0 ft of the beginning of the taper that decelerated to a stop, or almost stopped, waiting for a gap in the traffic stream in the open lane. Trapped vehicles present some concern because they create speed differentials within the traffic stream that can contribute to traffic flow turbulence. In addition, trapped vehicles may become more impatient as they wait for a gap to move into the open lane, and could tend to select shorter gaps in which to merge, creating other potential safety concerns. Figure shows the percent of closed lane traffic that entered the study area occluded compared to the percent of vehicles that became trapped within 0 ft of the merging tapers (or within 0 ft of the work vehicle during mobile operations). Overall, a higher percentage of

12 Theiss, Finley and Ullman Page 0 occluded vehicles generally resulted in a higher percentage of vehicles becoming trapped. The combination of a lack of advance warning signing (a key positive guidance component of work zone traffic control systems) and a fairly high frequency of vehicle occlusion of the channelizing devices and work vehicle together resulted in a substantial percentage of closed lane traffic becoming trapped at the taper merge point. The general trends in Figure show that the percentage of closed lane traffic becoming trapped at the taper merge point decreased as the merging taper decreased. Researchers believe this occurred because the platooning may have prevented many motorists from seeing the channelizing devices forming the merging taper far enough in advance to prevent becoming trapped near the transition area. With the shorter taper lengths, drivers had more time to for the platoon to disperse, allowing drivers to view the merging taper and work vehicle, and move out of the closed lane prior to becoming trapped in the transition area. Only one erratic maneuver was observed during the study. In this instance, no merging taper was present when a driver left the open lane and used the closed lane to pass a slowermoving vehicle in the open lane, re-entering the open lane just upstream of the work vehicle. Although it is possible that having a merging taper upstream of the work vehicle may have discouraged this maneuver, researchers believe that is also possible that the driver may have attempted the pass even when the cones were present. 0% 0% Percent Trapped Within 0 ft 0% 0% 0% 0% Mobile 00 ft Taper 0 ft Tapers 0 ft Taper 0% 0 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% Percent Occluded FIGURE Percent trapped compared to percent of traffic entering occluded.

13 Theiss, Finley and Ullman Page 0 0 SUMMARY AND CONCLUSIONS Overall, the results indicate that there are differences in how drivers react to merging tapers of different lengths upstream of a work vehicle on urban arterials. These differences reflect the fact that both the merging taper and the work vehicle in the closed lane can serve as visual cues to drivers that they need to vacate the closed lane. For longer taper lengths, the channelizing devices begin farther upstream of the work vehicle, and are the primary motivator of driver lane changing (in fact, they physically require drivers to vacate the closed lane once they reach the channelizing devices). For shorter taper lengths, drivers are reacting to both the merging taper presence and the work vehicle itself. As a result, more drivers have vacated the lane by the time they reach a shorter taper length than a longer one. Of course, the beginning of the merging taper is much closer to the work vehicle. For the no taper conditions (i.e., mobile operations), where the work vehicle was much larger than the trucks used during the merging taper observations, fewer drivers re in the closed lane upstream of the work vehicle at comparable locations. Although longer tapers force drivers out of the closed lane earlier, occluded vehicles are more likely to become trapped, creating mobility issues in the traffic stream. Conversely, shorter tapers result in fewer vehicles in the closed lane at the merge point and a smaller percentage of these vehicles becoming trapped near the merge point, but the merge point is much closer to the work vehicle. Obviously, both motorist and worker safety must be considered when choosing the appropriate merging taper length for shorter duration work activities on urban arterials. Future research should investigate the worker safety implications of installing/removing various merging taper lengths versus the time it takes to complete the work activity.

14 Theiss, Finley and Ullman Page 0 ACKNOWLEDGEMENTS The research team would like to thank the Project Director, Jim Mills of the Florida Department of Transportation (FDOT). Others who provided support during this project include: FDOT Orlando South Maintenance Office, FDOT Broward Maintenance Office, FDOT Tampa Maintenance Office, Florida Power & Light Company, and Tampa Electric Company. Their participation was critical to the success of this research project. The contents of this paper reflect the views of the authors, who are responsible for the facts and the accuracy of the data presented herein. The contents do not necessarily reflect the official view or policies of the State of Florida.

15 Theiss, Finley and Ullman Page REFERENCES () Manual on Uniform Traffic Control Devices, 00 Edition, FHWA, U.S. Department of Transportation, December 00. Available at Accessed November, 00. () Theiss, L, M.D. Finley, and G.L. Ullman. Merging Taper Lengths for Short Duration Lane Closure.,Report No. BDK, Florida Department of Transportation, Tallahassee, Florida, December Accessed November, 00. () Manual on Uniform Traffic Control Devices, Edition, FHWA, U.S. Department of Transportation, November 0. () Graham, J.L, and M.C. Sharp. Effects of Taper Length on Traffic Operations in Construction Zones. Report No. FHWA-RD--. Federal Highway Administration, Washington, D.C., December. () Manual on Uniform Traffic Control Devices, Edition, FHWA, U.S. Department of Transportation, December. () Dudek. C.L., G.L. Ullman, K.N. Balke, and R.A. Krammes. Traffic Control for Short Duration and Stop-and-Go Maintenance Operations on Four-Lane Divided Roadways. Report No. FHWA/TX-/-F. Texas Transportation Institute, College Station, Texas, March. Accessed November, 00. () Duley, A.R., J.F. Morgan, G. Conway, J. Wang, J. Abich, and P.A. Hancock. A Human Factors Examination of Driver Response to a Specific Work Zone Design (Design Standard #, Duration Note ) and Key Moderating Factors. Final Technical Report. Project No. BD -. University of Central Florida, Orlando, Florida, June 00. () Ullman, B.R., M.D. Finley, and N.D. Trout. Identification of Hazards Associated with Mobile and Short Duration Work Zones. Report No. FHWA\TX-0/-. Texas Transportation Institute, College Station, Texas, September Accessed November, 00. () Research Results Digest : Improving the Safety of Mobile Lane Closures. National Cooperative Highway Research Program, Transportation Research Board of the National Academies, Washington, D.C., August 00. (0) Book of Standards for Highways and Incidental Structures. Maryland State Highway Administration, Baltimore, Maryland, 00. Available at cationsonline/ohd/bookstd/index.asp. Accessed on November, 00. () Minnesota Manual on Uniform Traffic Control Devices, 00 Edition with 00-0 Revisions. Minnesota Department of Transportation, St. Paul, Minnesota, 00. Available at Accessed on July 0, 00. () Work Zone Safety Set-Up Guide. New Jersey Department of Transportation, July 00. Available at Accessed on November, 00. () Texas Manual on Uniform Traffic Control Devices, 00 Version. Texas Department of Transportation, Austin, Texas, 00. Available at

16 Theiss, Finley and Ullman Page Accessed November, 00. () Virginia Work Zone Protection Manual: Standards and Guidelines for Temporary Traffic Control. Virginia Department of Transportation, Charlottesville, May 00. Available at Accessed on November, 00. () Bryden, J.E., L.B. Andrew, and J.S. Fortuniewicz. Intrusion Crashes on Highway Construction Projects. In Transportation Research Record: Journal of the Transportation Research Board, No., Transportation Research Board of the National Academies, Washington, D.C., 000, pp. 0-. () Schrock, S.D., G.L. Ullman, A.S. Cothron, E.Kraus, and A.P. Voigt. An Analysis of Fatal Work Zone Crashes in Texas. Report No. FHWA/TX-0/0-0-. Texas Transportation Institute, College Station, Texas, October Accessed November, 00. () Lunenfeld, H., and G.J. Alexander. A User s Guide to Positive Guidance ( rd Edition). FHWA, U.S. Department of Transportation, Washington, D.C., September 0. () 00 Design Standards 00 Series, Traffic Control Through Work Zones. Florida Department of Transportation, Tallahassee, Florida. Available at Accessed on November, 00.

Welcome!! Temporary Traffic Control During Maintenance and Short Duration Activities. Training Course 1-1

Welcome!! Temporary Traffic Control During Maintenance and Short Duration Activities. Training Course 1-1 Welcome!! Temporary Traffic Control During Maintenance and Short Duration Activities Training Course 1-1 About This Course This material is based upon work supported by the Federal Highway Administration

More information

Mobile Work Zones. Traffic Control in Short Duration / Guidelines for M0WING ZONE AHEAD WORK ROAD SHOULDER WORK RIGHT LANE CLOSED AHEAD SIGNAL AHEAD

Mobile Work Zones. Traffic Control in Short Duration / Guidelines for M0WING ZONE AHEAD WORK ROAD SHOULDER WORK RIGHT LANE CLOSED AHEAD SIGNAL AHEAD M0WING ZONE ROAD WORK AHEAD SHOULDER WORK RIGHT LANE CLOSED AHEAD SIGNAL WORK AHEAD Guidelines for Traffic Control in Short Duration / Mobile Work Zones Guidelines for Traffic Control in Short Duration

More information

Field Guide on. Safe Maintenance and. Work Zone Operations

Field Guide on. Safe Maintenance and. Work Zone Operations Field Guide on Installation and Removal of Temporary Traffic Control for Safe Maintenance and Work Zone Operations August 2008 Introduction This field guide provides field personnel with introductory guidance

More information

Portable Changeable Message signs have a wide variety of

Portable Changeable Message signs have a wide variety of Part 6F (devices) Minnesota MUTCD 2005 with 2007 09 Revisions Part 6F (devices) Federal MUTCD 2009 Part 6F (devices) MN MUTCD Rearranged Sections 6F.55 Portable Changeable Message Signs Portable Changeable

More information

Updated Capacity Values for Short-Term Freeway Work Zone Lane Closures

Updated Capacity Values for Short-Term Freeway Work Zone Lane Closures TRANSPORTATION RESEARCH RECORD 1442 49 Updated Capacity Values for Short-Term Freeway Work Zone Lane Closures RAYMOND A. KRAMMES AND GUSTAVO 0. LOPEZ Recommendations on estimating the capacities of short-term

More information

Dynamic Early Merge and Dynamic Late Merge at Work Zone Lane Closure

Dynamic Early Merge and Dynamic Late Merge at Work Zone Lane Closure Dynamic Early Merge and Dynamic Late Merge at Work Zone Lane Closure Essam Radwan and Rami Harb Abstract. Several ITS-based countermeasures are currently being deployed in workzones to enhance both the

More information

Texas Transportation Institute The Texas A&M University System College Station, Texas

Texas Transportation Institute The Texas A&M University System College Station, Texas 1. Report No. FHWA/TX-04/4174-1 4. Title and Subtitle IDENTIFICATION OF HAZARDS ASSOCIATED WITH MOBILE AND SHORT DURATION WORK ZONES 7. Author(s) Brooke R. Ullman, Melisa D. Finley, and Nada D. Trout 9.

More information

APPENDIX B. Public Works and Development Engineering Services Division Guidelines for Traffic Impact Studies

APPENDIX B. Public Works and Development Engineering Services Division Guidelines for Traffic Impact Studies APPENDIX B Public Works and Development Engineering Services Division Guidelines for Traffic Impact Studies Revised December 7, 2010 via Resolution # 100991 Reformatted March 18, 2011 TABLE OF CONTENTS

More information

Utility Work Zone Safety Guidelines and Training

Utility Work Zone Safety Guidelines and Training Utility Work Zone Safety Guidelines and Training State-of-the-Art Synthesis and State-of-the-Practice Synthesis Prepared for: United States Department of Transportation Federal Highway Administration Office

More information

Safe Practices for Traffic Incident Responders

Safe Practices for Traffic Incident Responders Session No. 653 Safe Practices for Traffic Incident Responders Introduction Kim Johnson, CSP, CFPS Traffic responders work in one of the most hazardous environments the highway. All too frequently, responders

More information

Temporary Traffic Control Design Specialist. Training Course

Temporary Traffic Control Design Specialist. Training Course Temporary Traffic Control Design Specialist Training Course About This Course This material is based upon work supported by the Federal Highway Administration (FHWA) under grant agreement No. DTFH61-06-G-00004

More information

CHAPTER 4 GRADE SEPARATIONS AND INTERCHANGES

CHAPTER 4 GRADE SEPARATIONS AND INTERCHANGES CHAPTER 4 GRADE SEPARATIONS AND INTERCHANGES 4.0 INTRODUCTION The ability to accommodate high volumes of intersecting traffic safely and efficiently through the arrangement of one or more interconnecting

More information

Deployment and Evaluation of ITS Technology in Work Zones

Deployment and Evaluation of ITS Technology in Work Zones Deployment and Evaluation of ITS Technology in Work Zones Authors: Rob Bushman, P.Eng. University of Saskatchewan Saskatoon, Saskatchewan, Canada e-mail: rjb230@mail.usask.ca phone: (306) 653-6600 fax:

More information

M D 355 [FR E D E R IC K R O A D] OVER

M D 355 [FR E D E R IC K R O A D] OVER M D 355 [FR E D E R IC K R O A D] OVER LITTLE BENNETT CREEK MAINTENANCE OF TRAFFIC ALTERNATIVE ANA LYSIS Prepared by: INTRODUCTION The purpose of this report is to present the results of traffic analyses

More information

MODULE 10 Road Ranger Work Zones

MODULE 10 Road Ranger Work Zones MODULE 10 Road Ranger Work Zones Module 10 1 Purpose of the Course To train personnel who may be required to assist motorists and emergency personnel within the highway right-of-way, as part of their Road

More information

GENERAL NOTES FOR WORK ZONE SAFETY SET UP GUIDE

GENERAL NOTES FOR WORK ZONE SAFETY SET UP GUIDE FORWARD It shall be the responsibility of the person in charge to institute the placing of all appropriate cautionary devices and controls as may be required for the particular job. Traffic protection

More information

A VISION-BASED APPROACH TO STUDY DRIVER BEHAVIOR IN WORK ZONE AREAS

A VISION-BASED APPROACH TO STUDY DRIVER BEHAVIOR IN WORK ZONE AREAS 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 A VISION-BASED APPROACH TO STUDY DRIVER BEHAVIOR IN WORK ZONE AREAS Yichang

More information

500 Interchange Design

500 Interchange Design 500 Interchange Design Table of Contents 501 Interchange Design... 5-1 July 2015 501.1 General... 5-1 501.2 Interchange Type... 5-1 501.2.1 General... 5-1 502 Interchange Design Considerations... 5-2 502.1

More information

Monroe Fire Department

Monroe Fire Department Monroe Fire Department Standard Operating Guidelines Highway Safety Policy Purpose: This procedure identifies parking practices for Fire Department apparatus and vehicles that will provide maximum protection

More information

FHWA-NJ July 2006

FHWA-NJ July 2006 TURNING PROBLEMS INTO SOLUTIONS Need a solution? Think Jersey DOT Project 2003-27: Identification of Traffic Control Devices for Mobile and Short Duration Work Operations FHWA-NJ-2006-006 July 2006 SUMMARY

More information

Very Short Duration Operations Safety Guidebook

Very Short Duration Operations Safety Guidebook 2012 Very Short Duration Operations Safety Guidebook Center of Transportation Research The University of Texas at Austin Page 1 1. Introduction Texas has the most roadway mileage of any state in the nation,

More information

Word Count: 188 (Abstract), 4019 (Text & Ref), 1500 (6 Figures), and 750 (3 Tables) = 6457 words

Word Count: 188 (Abstract), 4019 (Text & Ref), 1500 (6 Figures), and 750 (3 Tables) = 6457 words OVERVIEW OF THE WORK ZONE INTELLIGENT TRANSPORTATION SYSTEMS IMPLEMENTATION GUIDE By Gerald L. Ullman Senior Research Engineer Texas A&M Transportation Institute TAMU College Station, Texas - Phone: ()

More information

LOCATION AND DESIGN DIVISION

LOCATION AND DESIGN DIVISION VIRGINIA DEPARTMENT OF TRANSPORTATION LOCATION AND DESIGN DIVISION INSTRUCTIONAL AND INFORMATIONAL MEMORANDUM GENERAL SUBJECT: Design Exceptions / Waivers SPECIFIC SUBJECT: Design Exception Request Form

More information

TRAFFIC INCIDENT MANAGEMENT SYSTEM (TIMS)

TRAFFIC INCIDENT MANAGEMENT SYSTEM (TIMS) TRAFFIC INCIDENT MANAGEMENT SYSTEM (TIMS) GUIDELINES 1. Purpose A. Ensure that an Ohio Turnpike and Infrastructure Commission (OTIC) Guideline exists to manage traffic backups and travel delays. B. Ensure

More information

Tracy Scriba, FHWA Work Zone Conference March 2009

Tracy Scriba, FHWA Work Zone Conference March 2009 Crash Reduction Strategies for Work Zones Tracy Scriba, FHWA Work Zone Conference March 2009 Presentation Outline Work Zone Safety and Mobility Challenges Work Zone Crash Reduction Strategies ITS Effective

More information

DEVELOPMENT OF BEST PRACTICES FOR PORTABLE CHANGEABLE MESSAGE SIGN USE IN WORK ZONES FOR DESIGN AND CONSTRUCTION ENGINEERS

DEVELOPMENT OF BEST PRACTICES FOR PORTABLE CHANGEABLE MESSAGE SIGN USE IN WORK ZONES FOR DESIGN AND CONSTRUCTION ENGINEERS DEVELOPMENT OF BEST PRACTICES FOR PORTABLE CHANGEABLE MESSAGE SIGN USE IN WORK ZONES FOR DESIGN AND CONSTRUCTION ENGINEERS Submitted: November, 0 Susan Paulus, P.E. Lakeside Engineers 0 W. Mayfair Road

More information

Work Zone Positive Protection Toolbox

Work Zone Positive Protection Toolbox Work Zone Positive Protection Toolbox This booklet serves as a toolbox to describe various types of positive protection devices currently in use and provides guidance on where and how each is typically

More information

FOR INTERSTATE 81 AND ROUTE 37 INTERCHANGE FREDERICK COUNTY, VIRGINIA MILEPOST 310

FOR INTERSTATE 81 AND ROUTE 37 INTERCHANGE FREDERICK COUNTY, VIRGINIA MILEPOST 310 INTERCHANGE MODIFICATION REPORT FOR INTERSTATE 81 AND ROUTE 37 INTERCHANGE FREDERICK COUNTY, VIRGINIA MILEPOST 310 PREPARED BY: VIRGINIA DEPARTMENT OF TRANSPORTATION STAUNTON DISTRICT DECEMBER 13, 2006

More information

PROJECT STUDY REPORT. Cal Poly Pomona Senior Project

PROJECT STUDY REPORT. Cal Poly Pomona Senior Project 06/2014 PROJECT STUDY REPORT (Cal Poly Pomona Senior Project) For Conceptual Approval of an Interchange Improvement And Cooperative Agreement with The City of Lake Elsinore for completion of Project Approval

More information

NEW JERSEY TURNPIKE AUTHORITY

NEW JERSEY TURNPIKE AUTHORITY NEW JERSEY TURNPIKE AUTHORITY GARDEN STATE PARKWAY NEW JERSEY TURNPIKE GUIDELINE FOR USE OF VMS SYSTEMS FOR CONSTRUCTION WITHIN WORK ZONES Revised March 2017 TABLE OF CONTENTS I. PURPOSE OF GUIDELINE...

More information

TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP. Local Sponsor:

TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP. Local Sponsor: TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP Local Sponsor: 1 TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP Instructors Tapan K. Datta, Phd. P.E. Tim Gates, Phd. P.E. Jonathan Kay Introductions

More information

500 Interchange Design

500 Interchange Design 500 Interchange Design Table of Contents 501 Interchange Design... 1 501.1 General... 1 501.2 Interchange Type... 1 501.2.1 General... 1 502 Interchange Design Considerations... 2 502.1 Determination of

More information

Article 16 Traffic Impact Analysis

Article 16 Traffic Impact Analysis Article 16 Traffic Impact Analysis Table of Contents... 16-1 Chapter 16.1 Purpose and Intent... 16-2 Chapter 16.2 Applicability... 16-2 Chapter 16.3 Exemptions... 16-2 Chapter 16.4 Trip Generation Data...

More information

TRANSPORTATION RESEARCH BOARD. Design of Interchange Loop Ramps and Pavement/ Shoulder Cross-Slope Breaks. Monday, November 13, :00-3:30PM ET

TRANSPORTATION RESEARCH BOARD. Design of Interchange Loop Ramps and Pavement/ Shoulder Cross-Slope Breaks. Monday, November 13, :00-3:30PM ET TRANSPORTATION RESEARCH BOARD Design of Interchange Loop Ramps and Pavement/ Shoulder Cross-Slope Breaks Monday, November 13, 2017 2:00-3:30PM ET The Transportation Research Board has met the standards

More information

Deployment and Evaluation of ITS Technology in Work Zones

Deployment and Evaluation of ITS Technology in Work Zones Deployment and Evaluation of ITS Technology in Work Zones Rob Bushman, P. Eng. Department of Civil Engineering University of Saskatchewan Saskatoon, SK, Canada Curtis Berthelot, Ph. D., P. Eng. Department

More information

4.0 Method of Measurement. Measurement for Optional Temporary Pavement Marking will be made to the nearest linear foot.

4.0 Method of Measurement. Measurement for Optional Temporary Pavement Marking will be made to the nearest linear foot. 4.0 Method of Measurement. Measurement for Optional Temporary Pavement Marking will be made to the nearest linear foot. 5.0 Basis of Payment. Payment for OPTIONAL TEMPORARY PAVEMENT MARKING as described

More information

Automating Variable Speeds and Traveler Information with Real-Time Traffic and Weather

Automating Variable Speeds and Traveler Information with Real-Time Traffic and Weather Automating Variable Speeds and Traveler Information with Real-Time Traffic and Weather Joshua Crain, Jim Peters, P.E., PTOE, and Carl S. Olson ABSTRACT The Highway 217 freeway in Portland, Oregon was the

More information

TRAFFIC CONTROL STRATEGIES FOR SHORT- TERM, SHORT-DURATION, AND MOBILE WORK ZONES

TRAFFIC CONTROL STRATEGIES FOR SHORT- TERM, SHORT-DURATION, AND MOBILE WORK ZONES TRAFFIC CONTROL STRATEGIES FOR SHORT- TERM, SHORT-DURATION, AND MOBILE WORK ZONES Training Program FHWA GRANT DTFH61-11-RA-00012 1 DISCLAIMER Opinions, findings, and conclusions expressed in this presentation

More information

DRAFT. SR-60 7 th Avenue Intersection Control Evaluation (ICE) I-605 Corridor Improvement Project (CIP) I-605/SR-60 EA# 3101U0

DRAFT. SR-60 7 th Avenue Intersection Control Evaluation (ICE) I-605 Corridor Improvement Project (CIP) I-605/SR-60 EA# 3101U0 SR-60 7 th Avenue Intersection Control Evaluation (ICE) I-605/SR-60 EA# 3101U0 October 9, 2017 Contents 1 Purpose of ICE Memo... 1 2 Background... 1 3 Existing Interchange Deficiencies... 1 4 Context Sensitive

More information

Benefit-and-Cost Analysis of Strategic Acquisition of Limited Access Right-of-Way near Interchanges

Benefit-and-Cost Analysis of Strategic Acquisition of Limited Access Right-of-Way near Interchanges Benefit-and-Cost Analysis of Strategic Acquisition of Limited Access Right-of-Way near Interchanges Kristine M. Williams, AICP Center for Urban Transportation Research, University of South Florida 4202

More information

1. Controlling the number of vehicles that are allowed to enter the freeway,

1. Controlling the number of vehicles that are allowed to enter the freeway, Chapter 25 Ramp Metering 25.1 Introduction Ramp metering can be defined as a method by which traffic seeking to gain access to a busy highway is controlled at the access point via traffic signals. This

More information

IMPROVING EXIT RAMP VISIBILITY IN WORK ZONES. Proposal submitted by: Cleveland State University and Ohio University. Principal Investigators:

IMPROVING EXIT RAMP VISIBILITY IN WORK ZONES. Proposal submitted by: Cleveland State University and Ohio University. Principal Investigators: IMPROVING EXIT RAMP VISIBILITY IN WORK ZONES Proposal submitted by: Cleveland State University and Ohio University Principal Investigators: Stephen F. Duffy, Ph.D., P.E., F.ASCE for Cleveland State University

More information

MEMORANDUM. ~ ~ //. -L/'j L!E.

MEMORANDUM. ~ ~ //. -L/'j L!E. ~e* ~;~:~ent.,o.:-ransportation MEMORANDUM TO: All District Engineers DATE: September 28,2007 ~ ~ //. -L/'j L!E. FROIVI: Carlos A. Lopez, P.E. ~..t::o ce- V '1'~ r. SUBJECT: Revised Barricade and Construction

More information

The Secrets to HCM Consistency Using Simulation Models

The Secrets to HCM Consistency Using Simulation Models The Secrets to HCM Consistency Using Simulation Models Ronald T. Milam, AICP David Stanek, PE Chris Breiland Fehr & Peers 2990 Lava Ridge Court, Suite 200 Roseville, CA 95661 r.milam@fehrandpeers.com (916)

More information

ITS and Work Zones. ARTBA Work Zone Conference November Tracy Scriba FHWA Office of Operations Work Zone Team

ITS and Work Zones. ARTBA Work Zone Conference November Tracy Scriba FHWA Office of Operations Work Zone Team ITS and Work Zones ARTBA Work Zone Conference November 2004 Tracy Scriba FHWA Office of Operations Work Zone Team Presentation Outline What is Work Zone ITS? Why Use It? Examples of Applications FHWA WZ

More information

Modeling Traffic Flow under Emergency Evacuation Situations: Current Practice and Future Direction

Modeling Traffic Flow under Emergency Evacuation Situations: Current Practice and Future Direction Modeling Traffic Flow under Emergency Evacuation Situations: Current Practice and Future Direction Kevin D. Moriarty Research Assistant Transportation Engineering November 16, 2006 Overview Introduction

More information

Author Justin Jackson Student Center for Transportation Research and Education, Iowa State University

Author Justin Jackson Student Center for Transportation Research and Education, Iowa State University NIGHTTIME ROAD CONSTRUCTION: CURRENT ISSUES Author Justin Jackson Student Center for Transportation Research and Education, Iowa State University Center for Transportation Research and Education Iowa State

More information

Appendix D Functional Classification Criteria and Characteristics, and MnDOT Access Guidance

Appendix D Functional Classification Criteria and Characteristics, and MnDOT Access Guidance Appendix D Functional Classification Criteria and Characteristics, and MnDOT Access Guidance Functional classification identifies the role a highway or street plays in the transportation system. Some highways

More information

DIVISION I TRAFFIC IMPACT STUDY GUIDELINES ENGINEERING STANDARDS

DIVISION I TRAFFIC IMPACT STUDY GUIDELINES ENGINEERING STANDARDS CITY OF ALBANY DEPARTMENT OF PUBLIC WORKS DIVISION I TRAFFIC IMPACT STUDY GUIDELINES ENGINEERING STANDARDS Prepared By PUBLIC WORKS DEPARTMENT ALBANY, OREGON 97321 Telephone: (541) 917-7676 TABLE OF CONTENTS

More information

Appendix D: Functional Classification Criteria and Characteristics, and MnDOT Access Guidance

Appendix D: Functional Classification Criteria and Characteristics, and MnDOT Access Guidance APPENDICES Appendix D: Functional Classification Criteria and Characteristics, and MnDOT Access Guidance D.1 Functional classification identifies the role a highway or street plays in the transportation

More information

RELATIONSHIP BETWEEN TRAFFIC FLOW AND SAFETY OF FREEWAYS IN CHINA: A CASE STUDY OF JINGJINTANG FREEWAY

RELATIONSHIP BETWEEN TRAFFIC FLOW AND SAFETY OF FREEWAYS IN CHINA: A CASE STUDY OF JINGJINTANG FREEWAY RELATIONSHIP BETWEEN TRAFFIC FLOW AND SAFETY OF FREEWAYS IN CHINA: A CASE STUDY OF JINGJINTANG FREEWAY Liande ZHONG, PhD Associate professor, Certified Safety Engineer, Research Institute of Highway, Ministry

More information

Portable Positive Protection:

Portable Positive Protection: Portable Positive Protection: A Guide for Short Duration and Short Term Work Zones June 2016 Updated by Mobile Barriers LLC Based on Material Developed by ATSSA for the FHWA Work Zone Safety Grant Program

More information

Analysis of Queue Estimation Methods Using Wireless Magnetic Sensors

Analysis of Queue Estimation Methods Using Wireless Magnetic Sensors Analysis of Queue Estimation Methods Using Wireless Magnetic Sensors Rene O. Sanchez, Roberto Horowitz, and Pravin Varaiya Four queue estimation methodologies were studied with wireless magnetic sensors

More information

Construction Related User Delay Costs The Case of the Crowchild Trail Bridge Rehabilitation in Calgary

Construction Related User Delay Costs The Case of the Crowchild Trail Bridge Rehabilitation in Calgary Construction Related User Delay Costs The Case of the Crowchild Trail Bridge Rehabilitation in Calgary Cory J. Wilson, B.Sc. Department of Civil Engineering, University of Calgary, 2500 University Dr.

More information

Actively Managing Your Work Zones: The 6B Solution

Actively Managing Your Work Zones: The 6B Solution Actively Managing Your Work Zones: The 6B Solution Steven C. Strength, PE, PTOE steve.strength@la.gov Louisiana Local Technical Assistance Program (LTAP) Louisiana Transportation Conference Session 29

More information

A Guide to Short Term Stationary, Short Duration, and Mobile Work Zone Traffic Control

A Guide to Short Term Stationary, Short Duration, and Mobile Work Zone Traffic Control A Guide to Short Term Stationary, Short Duration, and Mobile Work Zone Traffic Control Page i 1. Report No. 2. Government Accession No. 3. Recipient Catalog No. 4 Title and Subtitle A Guide to Short-Term

More information

BCEO TRAFFIC IMPACT STUDY GUIDELINES

BCEO TRAFFIC IMPACT STUDY GUIDELINES BCEO TRAFFIC IMPACT STUDY GUIDELINES February 2006 TABLE OF CONTENTS INTRODUCTION..... i TRAFFIC IMPACT STUDY STRUCTURE... 1 WHEN IS A TRAFFIC IMPACT STUDY NEEDED?..... 1 STUDY AREA, SITE PLAN & HORIZON

More information

Recommended Roadway Plan Section 3 Existing Facilities & System Performance

Recommended Roadway Plan Section 3 Existing Facilities & System Performance Recommended Roadway Plan Section 3 Existing Facilities & System Performance RECOMMENDED ROADWAY PLAN SECTION 3 Existing Facilities and System Performance 3.1 Introduction An important prerequisite to transportation

More information

US 14 EIS (New Ulm to N. Mankato) Interchange and Intersection Type Comparison

US 14 EIS (New Ulm to N. Mankato) Interchange and Intersection Type Comparison T E C H N I C A L M E M O R A N D U M US 14 EIS (New Ulm to N. Mankato) Interchange and Intersection Type Comparison PREPARED FOR: Mn/DOT District 7 PREPARED BY: CH2M HILL DATE: March 27, 2007 This technical

More information

TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP. Local Sponsor:

TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP. Local Sponsor: TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP Local Sponsor: 1 TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP Instructors Tapan K. Datta, Phd. P.E. Tim Gates, Phd. P.E. Jonathan Kay Introductions

More information

TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP. Local Sponsor:

TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP. Local Sponsor: TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP Local Sponsor: 1 TEMPORARY TRAFFIC CONTROL PLAN DEVELOPMENT WORKSHOP Instructors Tapan K. Datta, Phd. P.E. Tim Gates, Phd. P.E. Jonathan Kay Introductions

More information

Evaluation of Freeway Work Zone Merge Concepts

Evaluation of Freeway Work Zone Merge Concepts Evaluation of Freeway Work Zone Merge Concepts Michael Kurker University of Texas at Austin Research in conjunction with Ruoyu Liu, Shoupeng Tang, Chris Fournier Jen Duthie, Natalia Ruiz Juri, Randy Machemehl,

More information

An Application of ITS for Incident Management in Second-Tier Cities: A Fargo, ND Case Study

An Application of ITS for Incident Management in Second-Tier Cities: A Fargo, ND Case Study 30 MID-CONTINENT TRANSPORTATION SYMPOSIUM 2000 PROCEEDINGS An Application of ITS for Incident Management in Second-Tier Cities: A Fargo, ND Case Study SHAWN BIRST AND AYMAN SMADI Congestion on urban freeways,

More information

FINAL REPORT GUIDELINES FOR PRELIMINARY SELECTION OF THE OPTIMUM INTERCHANGE TYPE FOR A SPECIFIC LOCATION

FINAL REPORT GUIDELINES FOR PRELIMINARY SELECTION OF THE OPTIMUM INTERCHANGE TYPE FOR A SPECIFIC LOCATION FINAL REPORT GUIDELINES FOR PRELIMINARY SELECTION OF THE OPTIMUM INTERCHANGE TYPE FOR A SPECIFIC LOCATION Nicholas J. Garber, Ph.D. Faculty Research Scientist and Professor of Civil Engineering Michael

More information

The New Highway Capacity Manual 6 th Edition It s Not Your Father s HCM

The New Highway Capacity Manual 6 th Edition It s Not Your Father s HCM The New Highway Capacity Manual 6 th Edition It s Not Your Father s HCM Tom Creasey, PE, PhD Principal, Stantec Consulting Services Inc. Chair, TRB Highway Capacity and Quality of Service Committee Presented

More information

CHAPTER 2: MODELING METHODOLOGY

CHAPTER 2: MODELING METHODOLOGY CHAPTER 2: MODELING METHODOLOGY 2.1 PROCESS OVERVIEW The methodology used to forecast future conditions consisted of traditional traffic engineering practices and tools with enhancements to more accurately

More information

IMPROVING THE SAFETY OF MOVING LANE CLOSURES PHASE II

IMPROVING THE SAFETY OF MOVING LANE CLOSURES PHASE II CIVIL ENGINEERING STUDIES Illinois Center for Transportation Series No. 10-072 UILU-ENG-2010-2013 ISSN: 0197-9191 IMPROVING THE SAFETY OF MOVING LANE CLOSURES PHASE II Prepared By Douglas Steele William

More information

The TIS is to be signed and sealed by a Florida Registered Professional Engineer.

The TIS is to be signed and sealed by a Florida Registered Professional Engineer. CHAPTER 900. SECTION 901. DEVELOPMENT STANDARDS INFRASTRUCTURE STANDARDS 901.5. Transportation Impact Study A. Intent and Purpose The intent and purpose of the Traffic Impact Study (TIS) is to identify

More information

Dynamic Lane Merge Systems

Dynamic Lane Merge Systems Dynamic Lane Merge Systems Acknowledgements Maryland State Highway Administration University of Maryland, College Park Michigan Department of Transportation Wayne State University Lane Merging Issues Merging

More information

Scarborough Fire Department Scarborough, Maine Standard Operating Procedures

Scarborough Fire Department Scarborough, Maine Standard Operating Procedures Scarborough Fire Department Scarborough, Maine Standard Operating Procedures Book: Emergency Operations Chapter: Alarm & Response Procedures Subject: 3020 - Safe Vehicle Positioning Revision Date: 7/31/2007;

More information

OPTIMIZING RAMP METERING STRATEGIES

OPTIMIZING RAMP METERING STRATEGIES OPTIMIZING RAMP METERING STRATEGIES Presented by Kouros Mohammadian, Ph.D. Saurav Chakrabarti. ITS Midwest Annual Meeting Chicago, Illinois February 7, 2006 Background Ramp control is the application of

More information

COMPANY OFFICER SAFE VEHICLE PRACTICES DURING ON-HIGHWAY INCIDENTS. 3 hours TIME FRAME: LEVEL OF INSTRUCTION: AUTHORITY: BEHAVIORAL OBJECTIVE:

COMPANY OFFICER SAFE VEHICLE PRACTICES DURING ON-HIGHWAY INCIDENTS. 3 hours TIME FRAME: LEVEL OF INSTRUCTION: AUTHORITY: BEHAVIORAL OBJECTIVE: TOPIC: TIME FRAME: LEVEL OF INSTRUCTION: SAFE VEHICLE PRACTICES DURING ON-HIGHWAY INCIDENTS 3 hours II AUTHORITY: BEHAVIORAL OBJECTIVE: Condition: Behavior: Standard: A written quiz The student will confirm

More information

An Introduction to the. Safety Manual

An Introduction to the. Safety Manual An Introduction to the Highway Safety Manual An Introduction to the HIGHWAY SAFETY MANUAL Table of Contents Section 1: HSM Overview... 1 What is the Highway Safety Manual?... 1 How is the HSM Applied?...

More information

1000 Performance Based Project Development (PBPD)

1000 Performance Based Project Development (PBPD) Table of Contents 1000 Introduction... 1 1001 Application to the PDP... 1 1001.1 Planning... 2 1001.2 Preliminary Engineering... 3 1001.3 Design... 3 1002 Evaluation of PBPD Options... 4 1002.1 General...

More information

Evaluation of A Dynamic Late Merge System PART I EVALUATION OF A DYNAMIC LATE MEREGE SYSTEM

Evaluation of A Dynamic Late Merge System PART I EVALUATION OF A DYNAMIC LATE MEREGE SYSTEM PART I EVALUATION OF A DYNAMIC LATE MEREGE SYSTEM 3 1. Overview of Dynamic Late Merge Systems 1.1 Core concept of Dynamic Late Merge control PCMS 1 PCMS 2 PCMS 3 PCMS 4 TAKE YOUR TURN USE BOTH LANES USE

More information

Evaluation on Impact of Red RRFB Implementation at Freeway Off-Ramps on Driving Behaviors Along Adjacent Arterials

Evaluation on Impact of Red RRFB Implementation at Freeway Off-Ramps on Driving Behaviors Along Adjacent Arterials Evaluation on Impact of Red RRFB Implementation at Freeway Off-Ramps on Driving Behaviors Along Adjacent Arterials Seckin Ozkul, Ph.D., E.I. Research Associate Faculty CUTR at University of South Florida

More information

Welcome!! Traffic Control Supervisor. Training Course

Welcome!! Traffic Control Supervisor. Training Course Welcome!! Traffic Control Supervisor Training Course Traffic Control Supervisor Training Course Two-day course Begins promptly at 8:00 AM Ends no later than 5:00 PM Flexible schedule!! 0-2 Course Objectives

More information

STATE HIGHWAY ADMINISTRATION RESEARCH REPORT

STATE HIGHWAY ADMINISTRATION RESEARCH REPORT MD-09-SP708B4B Martin O Malley, Governor Anthony G. Brown, Lt. Governor Beverley K. Swaim-Staley, Secretary Neil J. Pedersen, Administrator STATE HIGHWAY ADMINISTRATION RESEARCH REPORT AN INTEGRATED WORK-ZONE

More information

Importance of Pavement Marking Retroreflectivity Standards

Importance of Pavement Marking Retroreflectivity Standards Importance of Pavement Marking Retroreflectivity Standards Paul Carlson, Ph.D., P.E. Research Engineer Texas A&M Transportation Institute Texas A&M University TTI s Visibility Research Laboratory Research

More information

The Folded Interchange: An Unconventional Design for the Reconstruction of Cloverleaf Interchanges

The Folded Interchange: An Unconventional Design for the Reconstruction of Cloverleaf Interchanges The Folded Interchange: An Unconventional Design for the Reconstruction of Cloverleaf Interchanges I. ABSTRACT Keith A. Riniker, PE, PTOE This paper presents the Folded Interchange design and compares

More information

DRAFT: SUBJECT TO CHANGE PRIOR TO COMMISSION ACTION

DRAFT: SUBJECT TO CHANGE PRIOR TO COMMISSION ACTION TEXAS TRANSPORTATION COMMISSION ALL Counties MINUTE ORDER Page of ALL Districts The Texas Transportation Commission (commission) finds it necessary to adopt amendments to.0 and.0, relating to major shopping

More information

GUIDE FOR THE PREPARATION OF TRAFFIC IMPACT STUDIES

GUIDE FOR THE PREPARATION OF TRAFFIC IMPACT STUDIES GUIDE FOR THE PREPARATION OF TRAFFIC IMPACT STUDIES Adopted by Town Council on November 25, 2008 Prepared By: HNTB Engineering Department Planning Department TABLE OF CONTENTS I. INTRODUCTION... 1 II.

More information

NCUTCD Proposal for Changes to the Manual on Uniform Traffic Control Devices

NCUTCD Proposal for Changes to the Manual on Uniform Traffic Control Devices 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 TECHNICAL COMMITTEE: ITEM NUMBER: TOPIC: ORIGIN OF REQUEST: AFFECTED SECTIONS OF MUTCD: NCUTCD Proposal for

More information

Volume to Capacity Estimation of Signalized Road Networks for Metropolitan Transportation Planning. Hiron Fernando, BSCE. A Thesis CIVIL ENGINEERING

Volume to Capacity Estimation of Signalized Road Networks for Metropolitan Transportation Planning. Hiron Fernando, BSCE. A Thesis CIVIL ENGINEERING Volume to Capacity Estimation of Signalized Road Networks for Metropolitan Transportation Planning by Hiron Fernando, BSCE A Thesis In CIVIL ENGINEERING Submitted to the Graduate Faculty of Texas Tech

More information

Technical Report Documentation Page 2. Government Accession No. 3. Recipient s Catalog No. 1. Report No. FHWA/TX-04/4128-2

Technical Report Documentation Page 2. Government Accession No. 3. Recipient s Catalog No. 1. Report No. FHWA/TX-04/4128-2 1. Report No. FHWA/TX-04/4128-2 4. Title and Subtitle COUNTERMEASURES FOR WRONG-WAY MOVEMENT ON FREEWAYS: GUIDELINES AND RECOMMENDED PRACTICES 7. Author(s) Scott A. Cooner, A. Scott Cothron, and Steven

More information

A Tutorial on Establishing Effective Work Zone Performance Measures

A Tutorial on Establishing Effective Work Zone Performance Measures A Tutorial on Establishing Effective Work Zone Performance Measures Tracy Scriba, Federal Highway Administration and Gerald Ullman, Texas Transportation Institute Percent Increase in Injury Crashes Lane-Mile-

More information

Worksite Safety Update Promoting safety in road construction

Worksite Safety Update Promoting safety in road construction Worksite Safety Update Promoting safety in road construction No 114 December 2011 In this Edition: Mobile Plant Safety Challenges for 2012 Page 1 Truck Mounted Attenuators Recent Developments Page 2 Traffic

More information

Traffic Impact Study Requirements

Traffic Impact Study Requirements [TYPE THE COMPANY NAME] Traffic Impact Study Requirements County of San Mateo Department of Public Works Roadway Services 9/1/2013 I. Introduction The County of San Mateo (County), Department of Public

More information

Section 3-01 General Concepts, Design Standards and Design Exceptions TABLE OF CONTENTS

Section 3-01 General Concepts, Design Standards and Design Exceptions TABLE OF CONTENTS Section 3-01 General Concepts, Design Standards and Design Exceptions TABLE OF CONTENTS GENERAL CONCEPTS...2 General...2 Design Vehicle...2 Driver Expectancy...2 Design Speed...2 Sight Distances...3 Exhibit

More information

Mendocino Forest Products Grading For Industrial Land Improvements

Mendocino Forest Products Grading For Industrial Land Improvements Mendocino Forest Products Grading For Industrial Land Improvements Technical Memorandum #10 CEQA Evaluation of Environmental Impacts Prepared for: Mendocino Forest Products Company, LLC Consulting Engineers

More information

Engineering Design Services for Safety Improvements along CR 476 from the Hernando County Line to US 301 (SR 35) Sumter County, Florida

Engineering Design Services for Safety Improvements along CR 476 from the Hernando County Line to US 301 (SR 35) Sumter County, Florida Engineering Design Services for Safety Improvements along CR 476 from the Hernando County Line to US 301 (SR 35) Sumter County, Florida November 7, 2014 SUBMITTED BY: Dewberry Bowyer-Singleton 520 South

More information

Road Markings for Machine Vision NCHRP Project (6) Update to AASHTO SCOTE June 2016

Road Markings for Machine Vision NCHRP Project (6) Update to AASHTO SCOTE June 2016 Road Markings for Machine Vision NCHRP Project 20-102(6) Update to AASHTO SCOTE June 2016 NCHRP Project 20-102 Impacts of Connected Vehicles and Automated Vehicles on State and Local Transportation Agencies

More information

NCHRP 3-88 Guidelines for Ramp and Interchange Spacing

NCHRP 3-88 Guidelines for Ramp and Interchange Spacing Session 312 Updates on NCHRP-Funded Geometric Design Research Projects NCHRP 3-88 Guidelines for Ramp and Interchange Spacing Brian L. Ray, PE Kittelson & Associates, Inc Portland, Oregon bray@ kittelson.com

More information

Evaluation of Rural Interstate Work Zone Traffic Management Plans in Iowa Using Simulation

Evaluation of Rural Interstate Work Zone Traffic Management Plans in Iowa Using Simulation 184 MID-CONTINENT TRANSPORTATION SYMPOSIUM 2000 PROCEEDINGS Evaluation of Rural Interstate Work Zone Traffic Management Plans in Iowa Using Simulation STEVEN D. SCHROCK AND T. H. MAZE Traffic levels on

More information

600 TEMPORARY TRAFFIC CONTROL Traffic Eng. Manual

600 TEMPORARY TRAFFIC CONTROL Traffic Eng. Manual TABLE OF CONTENTS Part 6 - TEMPORARY TRAFFIC CONTROL 600 GENERAL... 6-13 600-1 Introduction... 6-13 600-2 Construction Projects... 6-13 600-3 Force Account (ODOT Operations) Work... 6-13 600-4 Public Communication...

More information

2016 MUTCD CONCEPT TTC COMMENTS. Michael A. Chacon Traffic Operations Division

2016 MUTCD CONCEPT TTC COMMENTS. Michael A. Chacon Traffic Operations Division 2016 MUTCD CONCEPT TTC COMMENTS Michael A. Chacon Traffic Operations Division MUTCD 4 Ballot items were discussed at the June 2014 meeting in TTC, as well as additional topics. TTC No. 1 Pedestrian and

More information

INTELLIGENT TRANSPORTATION SYSTEMS APPENDIX

INTELLIGENT TRANSPORTATION SYSTEMS APPENDIX INTELLIGENT TRANSPORTATION SYSTEMS APPENDIX Southern California Association of Governments ADOPTED APRIL 2012 INTELLIGENT TRANSPORTATION SYSTEMS Introduction 1 Existing System Description 1 Existing System

More information

Guidelines. on Ensuring Positive Guidance. in Work Zones

Guidelines. on Ensuring Positive Guidance. in Work Zones Guidelines on Ensuring Positive Guidance in Work Zones This document describes challenges and countermeasures in the provision of positive guidance for motorists in a work zone. The document presents recommended

More information

Comparing Roundabout Capacity Analysis Methods, or How the Selection of Analysis Method Can Affect the Design

Comparing Roundabout Capacity Analysis Methods, or How the Selection of Analysis Method Can Affect the Design Comparing Roundabout Capacity Analysis Methods, or How the Selection of Analysis Method Can Affect the Design ABSTRACT Several analysis methods have been proposed to analyze the vehicular capacity of roundabouts.

More information