Crash Comparison of Single Point and Tight Diamond Interchanges

Bared, Joe; Powell, Alvin; Kaisar, Evangelos I.; Jagannathan, Ramanujan

doi:10.1061/(asce)0733-947x(2005)131:5(379)

Cited by 21 publications

(9 citation statements)

References 2 publications

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“…Bared et al compared two types of interchanges (i.e., tight diamond and single point interchanges) with a negative binomial model to predict the total number of accidents and the number of accidents that caused injury and fatality (6). They found that single point urban interchanges were safer with respect to injury and fatality frequencies.…”

Section: Crash Prediction Modelsmentioning

confidence: 99%

“…The literature contains few studies that analyzed driving behavior at interchanges on the basis of trajectory data collected in the field (2). Most state-of-the-art studies can be categorized as crash analyses and studies that developed crash prediction models as a function of the types and characteristics of interchanges (6)(7)(8)(9)(10)(11), studies that used driving simulators to understand driver behavior on interchanges (12,13), and others that developed speed prediction models on curve ramps mostly on the basis of speed data measured by loop detectors (14). These studies are described in more detail in the section that follows.…”

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confidence: 99%

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Empirical Speed Behavior on Horizontal Ramp Curves in Interchanges in the Netherlands

Farah

Beinum

Daamen

2017

Transportation Research Record: Journal of the Transportation R

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Several studies in the literature have indicated that interchanges are the most crash-prone areas within the motorway system in number and severity of accidents. The reason is the high level of turbulence as a result of vehicle lane changes and speed variability. To understand the safety consequences of an interchange design (e.g., type of connecting ramps, radii and superelevation of curves, and lane and shoulder widths), an in-depth investigation of driving speed behavior is needed. Such an investigation requires the collection of detailed trajectory data on vehicles on different interchanges. These types of data are rarely available, and as a result, such studies are scarce in the literature. The main objective of this present study was to analyze driver speed behavior on different ramps at interchanges, and to develop an operating speed prediction model as a function of the road design elements. Trajectory data on free-moving vehicles were derived from stabilized video images taken from a camera mounted underneath a helicopter, which hovered over the road areas studied. Data were collected from 29 curves at six freeway-freeway interchanges in the Netherlands. The sample included nine direct connections, 12 semidirect connections, and eight indirect connections. The findings showed that speeds were affected by several road geometric characteristics of the curves, by driver expectancy and design consistency, and by the percentage of trucks in traffic. The operating speed prediction models developed in the study will provide designers with tools to estimate the operating speed during the design process.

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Section: Crash Prediction Modelsmentioning

confidence: 99%

mentioning

confidence: 99%

Empirical Speed Behavior on Horizontal Ramp Curves in Interchanges in the Netherlands

Farah

Beinum

Daamen

2017

Transportation Research Record: Journal of the Transportation R

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“…However, Smith's study [16] did not find significant safety performance difference between two interchanges. This conclusion also received the support from field investigation [17]. Another safety research was conducted by Messer et al [18]; they found that in most cases the red clearance time was insufficient, but no evidence proved that this limitation causes severe safety issues in the real world.…”

Section: Operational Features and Applications Of Tdimentioning

confidence: 90%

Microsimulation Analysis of Traffic Operations at Two Diamond Interchange Types

Yue

Yang

Tian

et al. 2019

Journal of Advanced Transportation

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The operational performance of standard Single Point Urban Interchange (SPUI) and Tight Diamond Interchange (TDI) has already been widely studied. In general, SPUI is more efficient than a TDI in terms of increased capacity and decreased traffic delays even though building a SPUI generally incurs a higher cost. However, due to right-of-way constraints, a standard SPUI may not be implementable at locations with restricted land use; thus, the variations of SPUI are usually considered. Currently, there is no established methodology or guideline available on the performance evaluation of variations of SPUI. This paper aims to investigate the operational efficiency of SPUI with frontage roads (SPUI-F, a variation of SPUI). Based on a field case, the performance of SPUI-F was investigated using microsimulation. An analytical model for capacity estimation, which considered early return and discharge flow rate, was also established and validated based on microsimulation. Multiple traffic scenarios were analyzed and their performance measures were compared against the equivalent TDI design. Simulation results revealed that TDI outperformed SPUI-F in terms of average delay, speed, and queue length, and the proposed analytical model can be used for reliable capacity and delay estimation. The findings from this study can aid the decision-makers choosing an appropriate interchange type for achieving the best benefit-cost ratio.

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“…A main disadvantage of this SPUI intersection was its increasing cost because it needed bridges that were longer and wider. Also, the SPUI intersection used an unfamiliar signal phase, so it might make the drivers little bit confused about the direction [8].…”

Section: Single Point Interchange (Spui)mentioning

confidence: 99%

Modelling an Unconventional Intersection Single-point Urban interchange with PTV.VISSIM

Muchlisin¹

2019

Proceedings of the Third International Conference on Sustainable Innovation 2019 – Technology and Engineering (IcoSITE 2019)

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An intersection is a place where traffic congestion from each arm always happens. In Yogyakarta, one of intersections having the traffic congestion at peak hours is at Kentungan Intersection. The traffic congestion mostly occurs by high volume of vehicles exceeding the intersection capacity. Commonly, a type of this intersection is a plot of intersection. Thus, an evaluation from geometric views by changing the type of the intersection to an elevated intersection (interchange) is needed. The elevated intersection consists of conventional and unconventional intersection. The elevated conventional intersection is commonly applied in Indonesia like flyover or underpass. Hence, this study chose one of the unconventional intersections called Single-Point Urban Interchange (SPUI) because the SPUI could provide more vehicle flows and be more efficient than other types. This study aimed to propose the best model from some intersection conditions. A method of this study used PTV.VISSIM 9 software. This study modeled three conditions: existing condition, default and modified SPUI intersection. Based on the result of the existing models, Level of Service (LOS) was F with 104,79 seconds of vehicle delay average. In the model of default SPUI model, value of LOS was D with 32,54 seconds of vehicle delay average. Next, in the modified SPUI model, the LOS was D with 30,3 seconds of vehicle delay average. Therefore, based on the results, the modified SPUI can reduce 74,49 seconds of the delay.

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Crash Comparison of Single Point and Tight Diamond Interchanges

Cited by 21 publications

References 2 publications

Empirical Speed Behavior on Horizontal Ramp Curves in Interchanges in the Netherlands

Empirical Speed Behavior on Horizontal Ramp Curves in Interchanges in the Netherlands

Microsimulation Analysis of Traffic Operations at Two Diamond Interchange Types

Modelling an Unconventional Intersection Single-point Urban interchange with PTV.VISSIM

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