Mechanics of the passing maneuver and the impact of large trucks

Rilett, Laurence R.; Hutchinson, B G; Whitney, Mark A.

doi:10.1016/0191-2607(90)90019-3

Cited by 22 publications

(9 citation statements)

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“…In addition to those cited PSD model, a higher number of PSD models were formulated. Some analytical deterministic PSD models are presented by Rillet (7), Rocci (8), or Wang and Cartmell (9). More recent are probabilistic models that associate PSD with levels of safety, like El Khoury and Hobeika (10) or El-Bassiouni and Sayed (11).…”

Section: Introductionmentioning

confidence: 99%

Evaluation of Passing Process on Two-Lane Rural Highways in Spain with New Methodology Based on Video Data

Llorca

García

2011

Transportation Research Record

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Drivers need enough Passing sight distance (PSD) to pass slower vehicles with safety. This can help to improve traffic operation on two-way two-lane highways. Existing models propose different values of PSD, according to different assumptions. Only in some cases these models were based on field data of passing maneuvers.This research proposes the design of a new methodology to observe passing maneuvers on existing highways with help of 6 video cameras installed on a fix point next to passing sections. The use of a larger number of cameras allows the complete registration of trajectories along the entire passing zone, with uniform image resolution. The methodology was applied to register a sample of 234 maneuvers on 4 passing zones. Trajectories of 58 of them were completely described and analyzed using specific restitution software.Results are compared with existing PSD models. AASHTO model proposed distances travelled on the left lane are similar to average observed distances if the passed vehicle is one truck, and between 50 and 100 m higher if one passenger car is passed. Higher differences, over 100 m, were found between measured data and PSD model of Hassan et al., especially at high design speeds. Observed average speed difference between passing and impeding vehicles is significantly higher than in all models.Variables with strongest influence on the time and distance travelled on the opposing lane are: type and speed of the passed vehicle and the length of the passing zone. Left lane time and distance increase with this length.LLORCA, C. and GARCÍA, A.

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Section: Introductionmentioning

confidence: 99%

Evaluation of Passing Process on Two-Lane Rural Highways in Spain with New Methodology Based on Video Data

Llorca

García

2011

Transportation Research Record

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“…The PSD requirements for passing larger and longer vehicles, such as trucks, have been addressed by Glennon (14), Rilett et al (16), and Hassan et al (18). The PSD values from these analyses have been illustrated in Figures 13, 15, and 16, respectively.…”

Section: Consideration Of Larger and Longer Vehicles In Psd Criteriamentioning

confidence: 99%

“…Given the inconsistencies of the Green Book and MUTCD models described above, it seems likely that either a new model, or a variation of an existing model incorporating more consistent assumptions, is needed. A total of 12 studies published since 1970 have questioned the premises of the Green Book and MUTCD models and/or suggested revisions to those models (8)(9)(10)(11)(12)(13)(14)(15)(16)(17)(18)(19). In the early 1970s, two studies independently recognized that a key stage of a passing maneuver occurs at the point where the passing driver can no longer safely abort the pass and is, therefore, committed to complete it.…”

Section: Figure 3 Comparison Of Psd Values For Green Book and Mutcd mentioning

confidence: 99%

Passing Sight Distance Criteria

Harwood¹,

Gilmore²,

Richard³

et al. 2008

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Research sponsored by the American Association of State Highway and Transportation Officials in cooperation with the Federal Highway Administration NATIONAL COOPERATIVE HIGHWAY RESEARCH PROGRAM Systematic, well-designed research provides the most effective approach to the solution of many problems facing highway administrators and engineers. Often, highway problems are of local interest and can best be studied by highway departments individually or in cooperation with their state universities and others. However, the accelerating growth of highway transportation develops increasingly complex problems of wide interest to highway authorities. These problems are best studied through a coordinated program of cooperative research. In recognition of these needs, the highway administrators of the American Association of State Highway and Transportation Officials initiated in 1962 an objective national highway research program employing modern scientific techniques. This program is supported on a continuing basis by funds from participating member states of the Association and it receives the full cooperation and support of the Federal Highway Administration, United States Department of Transportation. The Transportation Research Board of the National Academies was requested by the Association to administer the research program because of the Board's recognized objectivity and understanding of modern research practices. The Board is uniquely suited for this purpose as it maintains an extensive committee structure from which authorities on any highway transportation subject may be drawn; it possesses avenues of communications and cooperation with federal, state and local governmental agencies, universities, and industry; its relationship to the National Research Council is an insurance of objectivity; it maintains a full-time research correlation staff of specialists in highway transportation matters to bring the findings of research directly to those who are in a position to use them. The program is developed on the basis of research needs identified by chief administrators of the highway and transportation departments and by committees of AASHTO. Each year, specific areas of research needs to be included in the program are proposed to the National Research Council and the Board by the American Association of State Highway and Transportation Officials. Research projects to fulfill these needs are defined by the Board, and qualified research agencies are selected from those that have submitted proposals. Administration and surveillance of research contracts are the responsibilities of the National Research Council and the Transportation Research Board. The needs for highway research are many, and the National Cooperative Highway Research Program can make significant contributions to the solution of highway transportation problems of mutual concern to many responsible groups. The program, however, is intended to complement rather than to substitute for or duplicate other highway research programs.

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“…The model is based on the concept of the critical position and addresses three basic points. First, the models developed by Glennon (1988) and Rillet et al (1990) are revised to determine the required PSD analytically. Second, the required minimum length passing zones is modelled analytically to enable at least one manoeuvre that begins on the passing zone to reach the critical position before the passing zone ends.…”

Section: Marking Criteriamentioning

confidence: 99%

Application for automated determination of passing and no-passing zones: a case study

Hassan¹,

Halim²,

Easa³

1997

Can. J. Civ. Eng.

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Currently, passing and no-passing zones are established using a graphical technique and (or) field measurements. As an alternative, this article presents an application of two computer programs, MARKS and MARKC, developed by the authors to establish the marking of passing and no-passing zones on two-dimensional (2-D) separate and three-dimensional (3-D) combined highway alignments, respectively. Using a 7 km segment on Highway 61, a four-phase study is conducted to show the applicability of the programs, to compare the 2-D and 3-D sight distances, to determine the marking of passing and no-passing zones according to current standards, and to determine the marking according to a revised passing sight distance (PSD) model developed by the authors. The programs are shown to be accurate and applicable to real highways, and use the data that are already available in the highway agencies. A significant difference between the 2-D and 3-D sight distances is shown to exist, and therefore sight distance should be determined in 3-D combined alignments rather than 2-D separate alignments. A considerable difference is also shown between the markings according to current standards and according to the revised PSD model. It is concluded that the implementation of the developed software has the potential benefits of eliminating human errors, saving time and cost, providing greater flexibility to designers to change the alignment and easily check the effect on passing zones, and transferring the decision of allowing or disallowing passing on special circumstances from field crews to engineers. Also, revisions of the current marking standards are recommended. Résumé: Présentement, les zones de dépassement et non-dépassement sont établies en utilisant une technique graphique et (ou) des mesures sur le site. Comme une alternative, cet article présente une application de deux programmes d'ordinateur, à savoir MARKS et MARKC, développés par les auteurs pour établir le marquage des zones de dépassement et non dépassement sur des tracés d'autoroutes bidimensionnels (2-D) séparés et tridimensionnels (3-D) combinés, respectivement. En utilisant un segment de 7 km sur l'Autoroute 61, une étude à quatre phases a été effectuée pour montrer l'applicabilité de ces programmes, pour comparer les distances visibles 2-D et 3-D, pour déterminer les zones de dépassement et nondépassement selon les normes actuelles, et pour déterminer le marquage selon un modèle de distance visible de dépassement révisé (DVD) développé par les auteurs. Il est montré que les programmes sont précis et applicables à des vraies autoroutes, et utilisent les données qui sont déjà disponibles dans les agences d'autoroutes. Il est aussi montré qu'une différence significative entre les distances visibles 2-D et 3-D existe.Ainsi, la distance visible doit être déterminée dans des tracés 3-D combinés plutôt que des tracés 2-D séparés. Une différence considérable est aussi montrée entre les marquages selon les normes actuelles et selon le modèle DVD révisé. Il est conclu que la m...

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Mechanics of the passing maneuver and the impact of large trucks

Cited by 22 publications

References 0 publications

Evaluation of Passing Process on Two-Lane Rural Highways in Spain with New Methodology Based on Video Data

Evaluation of Passing Process on Two-Lane Rural Highways in Spain with New Methodology Based on Video Data

Passing Sight Distance Criteria

Application for automated determination of passing and no-passing zones: a case study

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