Predicting Right Turns on Red

2001 ◽  
Vol 1776 (1) ◽  
pp. 138-142 ◽  
Author(s):  
Andrzej P. Tarko
Keyword(s):  
Right Turns On Red ◽  
Right Turns

scholarly journals Assessment of a Displaced Pedestrian Crossing for Multilane Arterials

2021 ◽  
Author(s):  
Abdullah Jalal Nafakh ◽  
Yunchang Zhang ◽  
Sarah Hubbard ◽  
Jon D. Fricker
Keyword(s):  
Travel Time ◽  
Pedestrian Safety ◽  
Simulation Software ◽  
Vehicle Delay ◽  
Left Turns ◽  
Pedestrian Travel ◽  
Right Turns On Red ◽  
Pedestrian Crossing ◽  
Right Turns

This research explores the benefits of a pedestrian crosswalk that is physically displaced from the intersection, using simulation software to estimate the benefits in terms of delay and pedestrian travel time. In many cases, the displaced pedestrian crossing may provide benefits such as reduced vehicle delay, reduced crossing distance, increased opportunity for signal progression, and reduced conflicts with turning vehicles. The concurrent pedestrian service that is traditionally used presents potential conflicts between pedestrians and three vehicular movements: right turns, permissive left turns, and right turns on red. The findings of this research suggest that a displaced pedestrian crossing should be considered as an option by designers when serving pedestrians crossing multi-lane arterials. In addition to reduced delay, pedestrian safety may be improved due to the shorter crossing distance, the elimination of conflicts with turning vehicles, and the potential for high driver compliance rates associated with signals, such as pedestrian hybrid beacons.

Estimation of right turn on red saturation flow rates

1995 ◽  
Vol 22 (3) ◽  
pp. 535-543 ◽  
Author(s):  
J. Allen Stewart ◽  
Kirsten Hodgson
Keyword(s):  
Traffic Control ◽  
High Volume ◽  
Signalized Intersections ◽  
Gap Acceptance ◽  
Flow Rates ◽  
Turn On ◽  
Canadian Provinces ◽  
Right Turns On Red ◽  
Saturation Flow ◽  
Right Turns

It is common practice in most Canadian provinces to permit right turns on red at signalized intersections. At intersections with a high volume of pedestrian traffic, the opportunity to turn right on red may be critical to satisfy right turn demand. However, in order to properly time the traffic control signal display at a signalized intersection, the saturation flow rates for each lane or lane group of the intersection must be known. Six signalized intersections were studied in Kingston, Ontario, where saturation flow rates for right turns were measured as a function of conflicting through traffic. From these measurements, estimations of the gap size required for a right turn movement were made. A regression analysis resulted in the production of a simple equation for estimating right turn on red saturation flow rates. It was found that the gap acceptance behaviour of drivers varied both spatially and temporally. Key words: saturation flow rates, signalized intersections, capacity, gap acceptance.

Bases for first-order theories and subtheories

1960 ◽  
Vol 25 (2) ◽  
pp. 97-142 ◽  
Author(s):  
William Craig
Keyword(s):  
Axiom System ◽  
Logical Theory ◽  
Theoretical Terms ◽  
First Order ◽  
Right Turns

The extent to which we can grasp the content of a (non-logical) theory, expressing it economically by means of an axiom system or basis, varies greatly. In this paper we shall investigate what degree of economy, or at least regularity, can be achieved for all recursively axiomatizable first-order theories. A useful approach, also of interest in its own right, turns out to be the study of bases for subtheories, where a subtheory of a given theory consists of those theorems from which certain predicate symbols are absent. These predicate symbols might be thought of as the formal counterparts of the “purely theoretical” terms employed by a science, the theory corresponding to the science itself and the subtheory to its “observational consequences”. Roughly speaking, the types of operations involving such predicate symbols will be reduced to a minimum, so that their syntactical role in deductions will emerge more clearly.

Utilization of Auxiliary Through Lanes at Signalized Intersections with Downstream Lane Reductions

1997 ◽  
Vol 1572 (1) ◽  
pp. 167-173 ◽  
Author(s):  
Jamie W. Hurley
Keyword(s):  
Signalized Intersections ◽  
Stepwise Multiple Regression ◽  
Distribution Data ◽  
Highway Capacity ◽  
Left Turn ◽  
Highway Capacity Manual ◽  
Traffic Characteristics ◽  
Geometric Factors ◽  
Auxiliary Through Lanes ◽  
Right Turns

The capacity of multiple through lanes at signalized intersections depends on the distribution of traffic within these lanes, with equal lane distribution corresponding to maximum capacity. However, traffic characteristics, land use, and geometric factors usually prohibit this from occurring. Although the 1994 update of the Highway Capacity Manual considers the case of continuous through lanes at signalized intersections, the default values provided do not address situations in which lane reduction takes place downstream of the intersection. Lane distribution data obtained in the field can remedy the situation but for existing conditions only. This research employed the concept of captive and choice lane users in modeling lane use for intersection configurations with a single continuous through lane and an “auxiliary” through lane, which is continuous upstream of the intersection but is dropped downstream of it. Stepwise multiple regression was performed on data collected at sites in Tennessee to ascertain those factors significantly affecting auxiliary lane use. These factors were found to be ( a) right turns off the facility at the intersection, ( b) total left turns off the facility downstream of the intersection, ( c) right turns onto the facility in the first 122 m (400 ft) upstream of the intersection, ( d) right turns off the facility in the last 152 m (500 ft) of the auxiliary lane, ( e) downstream auxiliary lane length, and ( f) the existence of left-turn bays or two-way continuous left-turn lanes downstream of the intersection. For the configuration studied, lane distribution data often differed considerably from the default values given in the Highway Capacity Manual.

The Effect of Driving Environments on Simulator Sickness

2007 ◽  
Vol 51 (18) ◽  
pp. 1232-1236 ◽  
Author(s):  
Ronald R. Mourant ◽  
Prasanna Rengarajan ◽  
Daniel Cox ◽  
Yingzi Lin ◽  
Beverly K. Jaeger
Keyword(s):  
Optic Flow ◽  
Substantial Contribution ◽  
Simulator Sickness ◽  
Driving Simulators ◽  
City Environment ◽  
Rate Of Increase ◽  
Left And Right ◽  
The City ◽  
Right Turns

In order to be an effective tool for driver evaluation and education, driving simulators need to be better designed to reduce simulator sickness. This study investigated driving in four environments (country, suburban, city, and curves) using a simulator. When driving on straight roads (city and suburban environments) subjects reported less simulator sickness then driving in the city environment (which included left and right turns) and on curves. A mini-SSQ was used to measure the accumulation of simulator sickness over trials. From trial 1 to trial 5, reported simulator sickness increased linearly. From trial 5 through 8, the rate of increase in simulator sickness decreased. We suggest that the rapid and distorted optic flow experienced while executing turns and driving on curves in driving simulators makes a substantial contribution to simulator sickness.

scholarly journals Track Behavior and Crash Risk Analysis of Passenger Cars on Hairpin Curves of Two-Lane Mountain Roads

2021 ◽  
Vol 2021 ◽  
pp. 1-15
Author(s):  
Zhigang Yu ◽  
Ying Chen ◽  
Xiaobo Zhang ◽  
Jin Xu
Keyword(s):  
Crash Risk ◽  
Passenger Cars ◽  
Left Turn ◽  
The Road ◽  
Dangerous Driving ◽  
Road Crash ◽  
Driving Conditions ◽  
The Right ◽  
Cutting Point ◽  
Right Turns

Hairpin curves are often employed in alignment layout and an important feature that identifies dangerous driving conditions for mountain roads. However, driving behaviors at hairpin curves remain ambiguous. Field driving tests were conducted in this study on one two-lane mountain road with 11 hairpin curves. Vehicle-mounted equipment was utilized to collect track and lateral distance between the wheels and the lane markings under naturally driving conditions. Track morphology and patterns, risks, and road crash mechanisms were analyzed. The main findings are as follows. Curve cutting was a typical method for negotiating hairpin curves, was observed for left and right turns, and can be classified into three types based on the location of the cutting point, namely, cutting at curve entry, cutting at curve middle, and cutting at curve exit. Based on the lateral positional relationships between tracks and lane markings, six track patterns are determined for left turns and four track patterns for right turns. When passing a right turn by cutting the curve, a driver occupied the right shoulder of the turn; therefore, there is a risk of colliding with the mountain or the guardrail. When making a left turn into hairpin curves, a driver occupied the right shoulder on curve exit, resulting in running off the road or colliding with the guardrail. More than 70% and 60% of drivers occupied the opposite lane when turning right and turning left, respectively, into a hairpin turn, which led to intertwining between the tracks in the two driving directions and therefore a risk of potential collisions.

scholarly journals Improved Safety and Efficiency of Protected/Permitted Right-Turns in Oregon

2018 ◽  
Author(s):  
David Hurwitz ◽  
◽  
Chris Monsere ◽  
Keyword(s):  
Right Turns
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