Predicting Lane Utilization and Merge Behavior at Signalized Intersections with Auxiliary Lanes in Buffalo, New York

2012 ◽  
Vol 138 (9) ◽  
pp. 1143-1150 ◽  
Author(s):  
Jay B. Ring ◽  
Adel W. Sadek
Keyword(s):  
New York ◽  
Signalized Intersections ◽  
Auxiliary Lanes ◽  
Lane Utilization

Utilization of Auxiliary Through Lanes at Intersections of Four-Lane, Two-Way Roadways

2000 ◽  
Vol 1737 (1) ◽  
pp. 26-33 ◽  
Author(s):  
Mohammed S. Tarawneh
Keyword(s):  
Group Delay ◽  
Signalized Intersections ◽  
Highway Capacity ◽  
Highway Capacity Manual ◽  
Level Of Use ◽  
Adjustment Factors ◽  
Limited Length ◽  
Auxiliary Lanes ◽  
Auxiliary Through Lanes ◽  
Lane Utilization

To increase the capacity of through traffic at signalized intersections, additional lanes with limited length—called auxiliary lanes—are added to the roadway at the intersection. Because of their limited length, as well as other factors, these lanes are not as fully utilized as other continuous through lanes. Research was undertaken with two objectives: ( a) to observe and identify the level of use of auxiliary through lanes added at intersections of four-lane, two-way roadways; and ( b) to study the effects of auxiliary lane length, right-turn volume, and through/right-turn lane group delay on the level of their use. Lane-use data collected during 1,050 saturated cycles at eight signalized intersections with different auxiliary lane lengths were used to accomplish research objectives. All factors investigated—auxiliary lane length, right-turn volume, and stopped-delay—were found to contribute significantly to the use of auxiliary lanes at 0.01 level. The level of each factor’s contribution, however, was dependent on the level of the other two. Lane use of nearly one to seven straight-through vehicles per cycle, depending on levels of factors investigated, was observed at the study locations. Longer auxiliary lanes, lower right-turn volumes, and excessive approach delays encouraged the use of auxiliary lanes by straight-through vehicles. The range of lane utilization adjustment factors ( fLU-factors) calculated from field data was 0.73 to 0.82, which is lower than the 1997 Highway Capacity Manual default value of 0.91 for a three-lane through/right-turn group.

Pedestrian Crossing Behavior at Signalized Intersections in New York City

2015 ◽  
Vol 2519 ◽  
pp. 179-188 ◽  
Author(s):  
Diniece Peters ◽  
Lee Kim ◽  
Raiyyan Zaman ◽  
Greg Haas ◽  
Jialei Cheng ◽  
...  
Keyword(s):  
New York ◽  
New York City ◽  
York City ◽  
Signalized Intersections ◽  
Pedestrian Crossing

Intersection Operation with Non-Traditional Dynamic Lane Scheme through Vehicle-to-Signal Connection

2019 ◽  
Vol 2673 (8) ◽  
pp. 322-332
Author(s):  
Sida Luo ◽  
Yu (Marco) Nie ◽  
Lin Zhu
Keyword(s):  
Integer Program ◽  
Signalized Intersections ◽  
Mixed Integer ◽  
Mixed Integer Program ◽  
Time Signal ◽  
Signal Timing ◽  
Left Turn ◽  
Intersection Operation ◽  
Lane Utilization ◽  
Near Future

This paper proposes an information-based dynamic lane (IDYL) scheme for signalized intersections with exclusive left-turn phases. Similar to the tandem design, the proposed scheme aims to increase the capacity of an isolated intersection by sorting incoming vehicles based on their turning movements. Its novelty is to guide vehicles of different movements into pre-designated dynamic lanes without stopping them via pre-signal. The assumption is that vehicles themselves or their drivers have access to, and can act on, real-time signal timing information through vehicle-to-signal connection to select the correct lane to enter as they approach the intersection. A mixed integer program is proposed to optimize jointly the lane configuration, timing plan, and dynamic lane utilization for an intersection. Results from numerical and simulation experiments show that IDYL can increase the reserve capacity by more than 25% when implemented on all legs of a standard four-leg intersection, and reduce the delay by around 15% when implemented on two opposing legs. The results from this study could help traffic engineers to operate signalized intersections with dynamic lanes when vehicle-to-signal connection becomes widely available in the near future.

Models for Lane Utilization Prediction for Lane Drop Intersections

2005 ◽  
Vol 1912 (1) ◽  
pp. 47-56 ◽  
Author(s):  
Jae-Joon Lee ◽  
Nagui M. Rouphail ◽  
Joseph E. Hummer
Keyword(s):  
North Carolina ◽  
Regression Models ◽  
Signalized Intersections ◽  
Level Of Service ◽  
Highway Capacity ◽  
Utilization Factor ◽  
Highway Capacity Manual ◽  
Multiple Regression Models ◽  
Geometric Variables ◽  
Lane Utilization

Lane drops downstream of signalized intersections can be found on many urban and suburban streets and highways. Because drivers tend to avoid using the short lane because of the potential for stressful merges downstream of the signal, the short lane is typically underused. Previous research indicates that the default lane utilization factors in the Highway Capacity Manual (HCM) appear to overestimate traffic in the short lane. The purpose of this research is to develop models to predict lane utilization factors for six intersection types and to assess how low lane utilization affects the observed intersection capacity and level of service. Traffic and signal data were collected at 47 sites in North Carolina. On the basis of 15 candidate factors, multiple regression models were developed for predicting the lane utilization factor. Field-measured delays were compared with delays estimated by the HCM with the use of regression models for lane utilization. It was found that even with the new models for lane utilization, the HCM consistently overestimated delay for all types of lane drop intersections with low lane utilization: a reassessment of the effect of lane utilization on capacity may be in order. This study also found that the downstream lane length and traffic intensity positively correlate with the lane utilization factor and that some geometric variables at the approach may also influence lane utilization.

Automated Enforcement of Red Light Running Technology and Programs: A Review

2000 ◽  
Vol 1734 (1) ◽  
pp. 29-37 ◽  
Author(s):  
David M. Smith ◽  
John McFadden ◽  
Karl A. Passetti
Keyword(s):  
United States ◽  
New York ◽  
New York City ◽  
Traffic Control ◽  
York City ◽  
Red Light ◽  
The United States ◽  
Signalized Intersections ◽  
Successful Implementation ◽  
Red Light Running

Automated enforcement involves the use of image capture technology to monitor and enforce traffic control laws, regulations, or restrictions. The increase in aggressive driving and the high percentage of crashes that occur at intersections led to the development and implementation of automated enforcement technology to detect and cite motorists who enter a signalized intersection in violation of the red phase. The primary focus of this research was to establish how well the automated enforcement system achieves its principal objective: reducing crashes and red light running (RLR) violations at signalized intersections. Evaluations of automated enforcement programs at three locations in the United States were performed as part of this research. The automated enforcement programs in New York City; Polk County, Florida; and Howard County, Maryland, were reviewed as a part of this research. Some of the major findings from this research are as follows: ( a) In 1997 there were over 789,000 crashes at signalized intersections, of which 97,000 were attributed to RLR; ( b) In 1997, 961 deaths were attributed to RLR; ( c) Electronic enforcement is a proven technique used globally to curb RLR violations and crashes; ( d) A synthesis of automated RLR enforcement programs in the United States showed promising results; ( e) New York City has the oldest automated RLR enforcement program in the United States and has yielded a 20 percent reduction in violations since 1993; ( f) Although additional data quantifying the effect of automated RLR enforcement campaigns are needed for Polk and Howard counties, preliminary findings are promising; ( g) A 10-step process for successful implementation of an automated RLR enforcement program was illustrated.

Headway Compression during Queue Discharge at Signalized Intersections

2005 ◽  
Vol 1920 (1) ◽  
pp. 81-85 ◽  
Author(s):  
Feng-Bor Lin ◽  
Daniel R. Thomas
Keyword(s):  
New York ◽  
Discharge Rate ◽  
Green Light ◽  
The United States ◽  
Signalized Intersections ◽  
Discharge Characteristics ◽  
Traditional Concept ◽  
Highway Capacity Manual ◽  
Discharge Rates ◽  
Saturation Flow

Current methodologies for estimation of intersection capacity are based mainly on the concept of saturation flow. Saturation flow is the steady maximum queue discharge rate after the green light is turned on. According to the U.S. Highway Capacity Manual, this steady maximum rate is generally reached after the fourth queuing vehicle is discharged. Two recent studies conducted in Hawaii and Taiwan, however, have found that queue discharge headways tend to undergo compression for a considerable time as more vehicles in the same queue are discharged. Consequently, queue discharge rates often kept rising even after the 15th vehicle has entered the intersection. If this queue discharge characteristic is common in the United States, then there is a need to assess the implications of con-tinued use of the traditional concept of saturation flow rate for capacity analysis of signalized intersections. To provide insight into this potential problem, this study examines the queue discharge characteristics at three intersections on Long Island, New York. The queue discharge characteristics at all three intersections were found to be similar to those observed in Taiwan and Hawaii.

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