Continuous flow intersection: A public private partnership

Berkowitz, Carl M.; Bragdon, Clifford R.; Mier, Frank Austin

doi:10.1109/vnis.1996.1623758

Cited by 8 publications

(6 citation statements)

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“…In addition, according to Mier (Goldblatt et al, 1994), the construction cost of a CFI may be two to three times the cost of a standard intersection design due to increased right-of-way costs, and the need for additional, coordinated signal controllers. However, they are significantly cheaper than elevated design interchanges with savings ranging from 5:1 to 10:1 (Berkowitz et al, 1996). Naghawi et al (2018) studied the implementation of the Superstreet unconventional intersection design at Tabarbour Intersection in Amman, Jordan.…”

Section: Introductionmentioning

confidence: 99%

Implementation of a Double Continuous Flow Intersection in Riyadh

Bashir

Imam

Sharan³

et al. 2021

Period. Polytech. Transp. Eng.

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The continuous growth of population in the capital, coupled with increased auto ownership and dependence has worsened traffic conditions on Riyadh's road network. Conventional methods to address this increased demand could be costly and insufficient. There has been greater interest in using alternative measures to improve the performance and safety characteristics on main corridors, particularly those that arrive at signalized intersections. Heavy left turning traffic at these intersections is one of the main causes for delays. Previous research has investigated several types of alternative designs termed "unconventional" arterial intersection designs that could minimize the effect of left turning traffic. This paper provides decision makers with an objective assessment on the efficiency of implementing an unconventional intersection design, the Double Continuous Flow Intersection (DCFI) configuration, to improve the operational and safety characteristics of an existing major signalized arterial intersection in Saudi Arabia. In this study, the Kingdom Hospital Intersection in Riyadh was selected, as it is one of the most congested intersections in Riyadh. Using the collected traffic data, the micro-simulation program VISSIM was used to analyze and compare the efficiency of both configurations. When compared to the existing conventional signalized intersection design, it was found that the proposed Double Continuous Flow Intersection (DCFI) unconventional intersection design decreased the average delay per vehicle by 99 seconds. The proposed Double Continuous Flow Intersection configuration also improved the Level of Service at the intersection from level F (152 sec/veh average delay) to level D (53 sec/veh average delay).

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Section: Introductionmentioning

confidence: 99%

Implementation of a Double Continuous Flow Intersection in Riyadh

Bashir

Imam

Sharan³

et al. 2021

Period. Polytech. Transp. Eng.

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“…As a result, the capacity and operational efficiency of intersections can be improved significantly. Although previous studies have indicated that the DLT design has the potential to improve the operation and safety of signalized intersections [1][2][3][4][5][6], its safety impact needs to be investigated further because rerouting vehicles that are going to make left turns at upstream locations could increase the risk of crashes at these locations. In addition, drivers' acceptance of the new design also needs to be investigated.…”

Section: Introductionmentioning

confidence: 99%

“…(1) Disregarding the left-turn signage, (2) Drivers making left turns failed to yield the right of way, and 3Drivers making dual left turns failed to keep their vehicles in a single lane.…”

mentioning

confidence: 99%

Statistical Analysis of Safety Performance of Displaced Left-Turn Intersections: Case Studies in San Marcos, Texas

Sun

Zhao

et al. 2020

IJERPH

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Displaced left-turn (DLT) intersections are designed to increase the mobility of vehicles by relocating the left-turn lane (lanes) to the far-left side of the road upstream of the main signalized intersection. Since DLT is a relatively new design and very limited crash data are available, previous studies have focused mainly on the analysis of its operational performance rather than its safety performance. To fill this gap, in this study, we investigated the safety performance of two DLT intersections located in San Marcos, Texas. Crash data from 2011 to April 2018 were extracted from the TxDOT Crash Record Information System (CRIS). These crash data were analyzed using two different approaches, i.e., statistical analysis and collision diagram-based analysis. The results of this study indicated that DLT did not increase the overall crash frequencies at the studied intersections. Traffic crashes related to left turns and right turns were reduced significantly by DLT. Meanwhile, it also caused safety issues related to traffic signage, traffic signal, geometric design, and access management at DLT intersections. Thus, in the implementation of DLT intersections, traffic engineers need to carefully consider different aspects of the DLT intersection design, including access management, traffic signal coordination, and driver acceptance. As a result of these analyses, recommendations were provided for the safe implementation of the DLT design in the future.

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“…Alternative intersection designs have been developed that allow left-turning vehicles in non-traditional ways. These strategies manage left-turn conflicts by using additional features (e.g., downstream U-turns or additional signals) and/or changing the intersection geometry ( 16 – 22 ). However, these designs are generally not well-suited for urban areas with limited road space as they require large spatial footprints or long blocks.…”

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confidence: 99%

Identification of Optimal Left-Turn Restriction Locations using Heuristic Methods

Bayrak

Gayah

2021

Transportation Research Record

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Restricting left turns throughout a network improves overall flow capacity by eliminating conflicts between left-turning and through-moving vehicles. However, doing so requires vehicles to travel longer distances. Implementing left-turn restrictions at only a subset of locations can help balance this tradeoff between increased capacity and longer trips. Unfortunately, identifying exactly where these restrictions should be implemented is a complex problem because of the many configurations that must be considered and interdependencies between left-turn restriction decisions at adjacent intersections. This paper compares three heuristic solution algorithms to identify optimal location of left-turn restrictions at individual intersections in perfect and imperfect grid networks. Scenarios are tested in which restriction decisions are the same for all intersection approaches and only the same for approaches in the same direction. The latter case is particularly complex as it increases the number of potential configurations exponentially. The results suggest all methods tested can be effectively used to solve this problem, although the hybrid method proposed in this paper appears to perform the best under scenarios with larger solution spaces. The proposed framework and procedures can be applied to realistic city networks to identify where left-turn restrictions should be implemented to improve overall network operations. Application of these methods to square grid networks under uniform demand patterns reveal a general pattern in which left turns should be restricted at central intersections that carry larger vehicle flows but allowed otherwise. Such findings can be used as a starting point for where to restrict left turns in more realistic networks.

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Continuous flow intersection: A public private partnership

Cited by 8 publications

References 0 publications

Implementation of a Double Continuous Flow Intersection in Riyadh

Implementation of a Double Continuous Flow Intersection in Riyadh

Statistical Analysis of Safety Performance of Displaced Left-Turn Intersections: Case Studies in San Marcos, Texas

Identification of Optimal Left-Turn Restriction Locations using Heuristic Methods

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