ENHANCED PARKWAY STUDY: PHASE 3 REFINED MLT INTERSECTION ANALYSIS

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3 ENHANCED PARKWAY STUDY: PHASE 3 REFINED MLT INTERSECTION ANALYSIS Final Report Prepared for Maricopa County Department of Transportation Prepared by

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5 TABLE OF CONTENTS Page EXECUTIVE SUMMARY ES-1 STUDY OVERVIEW ES-1 STUDY METHODOLOGY ES-1 SUMMARY OF RESULTS AND CONCLUSIONS ES-5 1. INTRODUCTION AND STUDY OVERVIEW 1 2. GENERAL ANALYSIS APPROACH AND METHODOLOGY 4 SIMULATION NETWORK CONFIGURATION 4 MLT/CFRT INTERSECTON CONFIGURATION 7 CONTINUOUS FLOW INTERSECTION CONFIGURATION 8 SINGLE POINT URBAN INTERCHANGE (SPUI) CONFIGURATION 9 TRAFFIC ANALYSIS METHODOLOGY 10 TRAFFIC VOLUMES 11 SIMULATION OF MLT AND CONTINUOUS FLOW INTERSECTIONS 11 ALTERNATIVE ANALYSIS SCENARIOS 15 TRAFFIC SIGNAL TIMING FOR THE ANALYSIS AND COMPARISON OF ALTERNATIVES 16 PERFORMANCE ANALYSIS METRICS SUMMARY OF TRAFFIC VOLUME, SIGNAL TIMING, AND TRAFFIC SPEED INPUT VALUES 18 TRAFFIC VOLUME INPUT DATA 18 MLT CAPACITY VOLUMES 18 TRAFFIC SIGNAL TIMING INPUT VALUES 18 TRAFFIC SPEEDS ANALYSIS RESULTS 23 MLT CAPACITY TRAFFIC VOLUME SCENARIO 23 Aggregate Results for Three Study Intersections with MLT Capacity Volumes 24 Parkway-Parkway Intersection (Mile 6) with MLT Capacity Volumes 24 Parkway-Major Arterial Intersection (Mile 10) with MLT Capacity Volumes 29 Parkway-Minor Arterial Intersection (Mile 7) with MLT Capacity Volumes 33 PARKWAY PARKWAY INTERSECTION (Mile 6) ANALYSIS ASSUMING UNIFORM APPROACH VOLUMES 37 RIGHT-0F-WAY, ACCESS AND SAFETY CONSIDERATIONS FOR THE MLT/CFRT INTERSECTION SUMMARY OF RESULTS AND CONCLUSIONS 43 Phase 3 Refined MLT Intersection Analysis

6 LIST OF EXHIBITS Page EXHIBIT ES-1 EXAMPLE OF A TYPICAL MLT INTERSECTION EXHIBIT ES-2 ILLUSTRATION OF A CONTINUOUS FLOW INTERSECTION EXHIBIT ES-3 AGGREGATE COMPARISON OF PERFORMANCE METRICS BY INTERSECTION TYPE EXHIBIT ES-4 COMPARISON OF DELAY PER VEHICLE BY TRAFFIC MOVEMENT FOR ALL INTERSECTION DESIGN TYPES ES-2 ES-3 ES-7 ES-8 EXHIBIT 1-1 EXAMPLE OF A TYPICAL MLT INTERSECTION 2 EXHIBIT 1-2 EXAMPLE OF A CONTINUOUS FLOW INTERSECTION 3 EXHIBIT 2-1 GENERAL ROADWAY SCHEME FOR THE ANALYSIS 5 EXHIBIT 2-2 INITIAL MLT NETWORK LANE CONFIGURATION, LANE USE, AND TRAFFIC CONTROL ASSUMPTIONS 6 EXHIBIT 2-3 MLT/CFRT INTERSECTION LANE CONFIGURATION, LANE USE, AND TRAFFIC CONTROL ASSUMPTIONS 7 EXHIBIT 2-4 CFI INTERSECTION SCHEMATIC CONFIGURATION AND TRAFFIC CONTROL 8 EXHIBIT 2-5 ASSUMED SPUI CONFIGURATION FOR THE PARKWAY-PARKWAY INTERSECTION 9 EXHIBIT 2-6 SIMULATION IMAGE OF AN MLT INTERSECTION 12 EXHIBIT 2-7 SIMULATION IMAGE OF AN MLT/CFRT INTERSECTION 13 EXHIBIT 2-8 SIMULATION IMAGE OF A CFI ON THE MLT NETWORK 14 EXHIBIT 3-1 MLT CAPACITY INPUT TRAFFIC VOLUMES 19 EXHIBIT 3-2 PARKWAY-PARKWAY INTERSECTION ANALYSIS INPUT MLT UNIFORM CAPACITY VOLUMES 19 EXHIBIT 3-3 TYPICAL TRAFFIC SIGNAL TIMING BY ROADWAY TYPE (MLT Capacity Volumes) 20 EXHIBIT 3-4 TRAFFIC SIGNAL TIMING FOR THE PARKWAY-PARKWAY INTERSECTION ANALYSES 21 EXHIBIT 3-5 INPUT ROADWAY TRAVEL SPEED BY ROADWAY TYPE 22 EXHIBIT 4-1 EXHIBIT 4-2 EXHIBIT 4-3 EXHIBIT 4-4 EXHIBIT 4-5 AGGREGATE INTERSECTION PERFORMANCE MEASURES WITH MLT CAPACITY VOLUMES 24 INTERSECTION PERFORMANCE MEASURES FOR THE PARKWAY- PARKWAY (MILE 6) INTERSECTION WITH MLT CAPACITY VOLUMES 25 PARKWAY-PARKWAY INTERSECTION (MILE 6) DELAY PER MOVEMENT BY INTERSECTION DESIGN ALTERNATIVE (MLT Capacity Volumes) 27 PARKWAY-PARKWAY (MILE 6) INTERSECTION AGGREGATE DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE (MLT Capacity Volumes) 28 INTERSECTION PERFORMANCE MEASURES FOR THE PARKWAY- MAJOR ARTERIAL (MILE 10) INTERSECTION 29 Phase 3 Refined MLT Intersection Analysis

7 LIST OF EXHIBITS Page EXHIBIT 4-6 EXHIBIT 4-7 EXHIBIT 4-8 EXHIBIT 4-9 EXHIBIT 4-10 EXHIBIT 4-11 EXHIBIT 4-12 EXHIBIT 4-13 EXHIBIT 4-14 PARKWAY-MAJOR ARTERIAL INTERSECTION (MILE 10) DELAY PER VEHICLE BY MOVEMENT FOR EACH INTERSECTION DESIGN ALTERNATIVE (MLT Capacity Volumes) 31 PARKWAY-MAJOR ARTERIAL (MILE 10) INTERSECTION AGGREGATE DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE 32 INTERSECTION PERFORMANCE MEASRUES FOR THE PARKWAY- MINOR ARTERIAL (MILE 7) INTERSECTION WITH MLT CAPACITY VOLUMES 33 PARKWAY-MINOR ARTERIAL INTERSECTION (MILE 7) DELAY PER MOVEMENT BY INTERSECTION DESIGN ALTERNATIVE (MLT Capacity Volumes) 35 PARKWAY-MINOR ARTERIAL INTERSECTION (MILE 7) DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE 36 INTERSECTION PERFORMANCE MEASURES FOR THE PARKWAY- PARKWAY (MILE 6) INTERSECTION WITH MLT UNIFORM CAPACITY VOLUMES 38 PARKWAY-PARKWAY INTERSECTION (MILE 6) DELAY PER MOVEMENT BY INTERSECTION DESIGN ALTERNATIVE (MLT Uniform Capacity Volumes) 39 PARKWAY-PARKWAY (MILE 6) INTERSECTION AGGREGATE DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE (Uniform Capacity Volumes) 40 AERIAL VIEW OF A CFI WITH FRONTAGE ROADS FOR ACCESS TO ADJACENT PROPERTIES 42 Phase 3 Refined MLT Intersection Analysis

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9 EXECUTIVE SUMMARY STUDY OVERVIEW Long range transportation studies 1 in the Phoenix metropolitan area have identified the need for non-freeway restricted access facilities capable of providing significantly greater travel capacity than that provided by major urban arterials. Various design and access refinement alternatives have been proposed to provide additional travel capacity without employing full gradeseparations at intersections with arterial cross-streets. These design alternatives can provide the benefit of increases in intersection capacity while maintaining the potential for direct driveway access to each quadrant of the intersection. These design alternatives have also demonstrated significant safety benefits over conventional intersection designs. These innovative design alternatives generally focus on the provision of simple two-phase traffic signal operations at the intersections by eliminating the left-turn movement at the main intersection and accommodating it elsewhere. A previous study evaluated and compared the traffic operations benefits of employing indirect or Michigan left-turn (MLT) intersections to conventional intersection design along a hypothetical eight-lane parkway corridor 2. A follow-up study included a comparison of continuous flow intersections (CFIs) to both the conventional intersection design and the MLT intersection 3. Traffic operations, traffic delay, and general roadway capacity measures were used to assess the differences between conventional intersections, MLT intersections, and CFIs. These prior studies also analyzed the performance of a grade-separated single point urban interchange (SPUI) versus the other intersection design types at the intersection of two major eight-lane parkways. Exhibits ES-1 and ES-2 illustrate the design of the MLT intersection and the CFI intersection, respectively. The comparison of the traffic operations metrics for the CFI design and the MLT intersection demonstrated that the CFI derived a significant benefit from the use of continuous flow right-turn (CFRT) lanes, which are an inherent element of the CFI design, but were not evaluated as an element of the MLT design. The purpose of this study was to expand on the prior work and evaluate the change in traffic operations of an MLT intersection with the inclusion of CFRT lanes. The inclusion of CFRT lanes with an MLT intersection has the potential to reduce delay and improve traffic operations for both right-turns and left-turns because of the manner in which the left-turns are made at this intersection type. Left-turns at an MLT intersection must travel through the main intersection twice, once as a through movement and once as a right-turn movement. The prior studies identified that the overall delay to left-turn movements in the MLT intersection was significantly higher than with the CFI design, particularly under high left-turn traffic volume conditions. STUDY METHODOLOGY The approach to this study was virtually identical to that used in the prior work involving the analysis of the continuous flow intersection. That is, the same hypothetical 12-mile long parkway corridor used in the prior study was also used here, and the same three intersections 1 Interstate 10 Hassayampa Valley Roadway Framework Study, Maricopa Association of Governments, September MCDOT Enhanced Parkway Study, Final Report, Maricopa County Department of Transportation, Contract No , August Phase 2 Continuous Flow Intersections, Final Report, Maricopa County Department of Transportation, Contract No , December Phase 3 Refined MLT Intersection Analysis ES-1

10 Exhibit ES-1 EXAMPLE OF A TYPICAL MLT INTERSECTION Source: Source: Phase 3 Refined MLT Intersection Analysis ES-2

11 Exhibit ES-2 ILLUSTRATION OF A CONTINUOUS FLOW INTERSECTION Source: ABMB Engineers, Inc., Baton Rouge, LA. Reproduced with permission. evaluated as CFIs were evaluated in this study as MLT intersections with CFRT lanes. These three intersections consisted of a major parkway-parkway intersection, a parkway-major arterial intersection, and a parkway-minor arterial intersection. This approach allowed the comparison of aggregate metrics as well as comparison of traffic operations at individual intersections and for individual traffic movements. The comparison of the conventional intersection design was not included in this analysis. This study included the comparison of four intersection design types: Michigan left-turn (MLT) intersection. Michigan left-turn intersection with continuous flow right-turn lanes (MLT/CFRT). Continuous flow intersection (CFI). Single point urban interchange (SPUI) evaluated at the parkway-parkway intersection only. The traffic operations analysis was conducted using the microscopic traffic simulation model Synchro/SimTraffic, a traffic operations analysis software package developed by TrafficWare. Phase 3 Refined MLT Intersection Analysis ES-3

12 The following general network scenarios represented the roadway configurations used to make the comparisons: MLT Network All of the intersections along the main parkway were simulated as MLT intersections. U-turn opportunities were provided on the far side of the parkway intersection to accommodate the left-turn movements. At the Mile 6 parkway-parkway intersection, U-turn opportunities were provided on all four legs of the intersection. A median of a minimum 60 feet in width was assumed as part of the main parkway. Such a median is typical for the provision of U-turn opportunities, and is required to provide adequate traffic operations for the U-turn movement. Single Point Urban Interchange (SPUI) application on the MLT network at the parkwayparkway intersection The parkway-parkway intersection was simulated with a grade separated SPUI, while the remainder of the intersections were MLT designs. This provided for the comparison of the SPUI to the other intersection designs evaluated in this study. CFI application The CFI design was applied at three intersections in the MLT network. These intersections were: - Mile 6 parkway-parkway intersection. - Mile 7 parkway-minor arterial intersection. - Mile 10 parkway-major arterial intersection. MLT/CFRT application The MLT/CFRT design was applied at the same three intersections in the MLT network as the CFI design noted above. Note that the application of the CFRT lanes was limited to only those intersection approaches with a corresponding upstream U-turn lane in the median. That is, the CFRT lane was not used on an approach where a U-turn movement was allowed following an upstream right-turn movement, because this represents a potential safety hazard in a real world application and the intersection would not be constructed in this manner. Two traffic volume variants were applied to this study. The first was the MLT Capacity volumes developed and applied in the previous studies. These assumed volumes were used to estimate the capacity for through traffic on the main parkway. The second set of volumes was used for the parkway-parkway intersection analysis and represents a condition where the approach volumes on all four approaches were relatively equal and at or near the capacity of each approach. This latter volume condition was referred to as the MLT Uniform Capacity volumes. The traffic flow simulation enabled the evaluation of traffic operations, including delay, travel time, and number of stops for the intersection design types being tested. The comparison of performance metrics was conducted at the following levels of analysis: Aggregate total for three intersections. Individual intersection for the parkway-parkway intersection. By intersection movement aggregated across the three intersections being evaluated. By intersection movement for the parkway-parkway intersection. Phase 3 Refined MLT Intersection Analysis ES-4

13 SUMMARY OF RESULTS AND CONCLUSIONS The following results and conclusions are based on the technical analysis conducted in this study. It should be noted that the results and conclusions based on the traffic simulation conducted for this study may be limited to the range of conditions applied and assumptions made in conducting the analysis, and cannot be generalized to all possible combinations of conditions. The analysis and summary of results for this study focus on the comparison of the traffic operations for the MLT/CFRT intersections to the other types of intersections evaluated in the previous studies. A more detailed comparison of the MLT, CFI, and SPUI intersections can be found in the previous studies prepared for MCDOT. The following represents a summary of the results and conclusions from this study: The inclusion of continuous flow right-turn lanes with the MLT intersection design provides a significant improvement in traffic operations over the MLT design, even when the CFRT lanes are only applied on two approaches of the intersection. This improvement in traffic operations is greatest when the CFRT lanes are used on all four intersection approaches where there are high volumes of left-turn and right-turn traffic. On an aggregate basis for the three intersections where the MLT/CFRT was simulated, the reduction in delay was 14 percent, stops 15 percent, and travel time 23 percent in comparison to the MLT intersection design (see Exhibit ES-3). The MLT/CFRT intersection significantly improved traffic operations for both right-turns and left-turns in comparison to the MLT intersection. Where the CFRT lanes were only applied on two intersection approaches, the improvement in traffic operations was confined to the intersection approaches with the CFRT lanes. On aggregate for the three intersections tested, the MLT/CFRT reduced delay to leftturns by 15 percent and reduced delay to right-turns by 51 percent in comparison to the MLT design. The improvement in traffic operations of the MLT/CFRT in comparison to the MLT was greatest at the parkway-parkway intersection (21 percent reduction in delay for left-turns, and 72 percent reduction in delay for right-turns) where the CFRT lanes were employed on all four intersection approaches. At the parkway-major arterial intersection and the parkway-minor arterial intersection, where the CFRT lanes were employed on only two intersection approaches, the improvement in traffic operations in comparison to the MLT design was confined to the approaches with the CFRT lanes. On the approaches with the CFRT lanes, the reduction in delay per vehicle was between 11 and 17 percent for the left-turn movements, and between 38 and 43 for the right-turn movements. While the CFI design performed better than the MLT/CFRT on aggregate for the three intersections tested, the improvement in traffic operations was much less than that estimated in comparison to the MLT intersection. The CFI provided an 8 percent reduction in delay and a 15 percent reduction in stops compared to the MLT/CFRT intersection. On aggregate the MLT, MLT/CFRT and CFI intersections provided virtually the same levels of delay for the through movements at the three intersections tested (see Exhibit ES-4). Phase 3 Refined MLT Intersection Analysis ES-5

14 On aggregate the MLT/CFRT and the CFI designs provided virtually the same levels of delay for right-turns at the three intersections tested, which was approximately a 50 percent reduction in delay in comparison to the MLT design. While the MLT/CFRT design did provide a significant reduction in delay for left-turns in comparison to the MLT design, the CFI design provided the lowest levels of delay for the left-turn movement, which was approximately 53 percent lower than that for the MLT/CFRT intersections on aggregate. The SPUI design provided the best overall traffic operations at the parkway-parkway intersection, which was primarily a result of the reduction in delay for the free-flow through movement at the intersection. The delay for the right-turns at the parkwayparkway intersection was lowest for the MLT/CFRT design, and the CFI performed nearly as well as the SPUI for the left-turn movement. While the addition of the CFRT lanes to the MLT design eliminated the advantage of the CFI for the right-turn movement and reduced the advantage of the CFI for the left-turn movement, the CFI still provided a significant advantage over the MLT/CFRT in terms of the traffic operations for left-turns. It should be noted that the delay estimates for leftturns through the MLT/CFRT intersection include an additional 20 seconds of travel time per vehicle associated with the additional travel distance for the U-turn maneuver. The MLT/CFRT design assumed a single right-turn lane along the parkway at signalized intersections. While this assumption reduced the number of turn-lanes on the parkway at the major intersections, the total right-of-way required remained the same as the MLT design, which assumed dual right-turn lanes. This is because of the addition of a rightturn acceleration lane on the parkway associated with the CFRT lane. The total right-ofway at the major intersections would remain at approximately 225 feet. The application of a CFRT lane with the MLT design presents similar challenges for access to adjacent properties as with the CFI design. Allowing direct access to adjacent properties from the CFRT lanes or from the right-turn acceleration lane is not practical from a safety standpoint, but access may be accomplished through the use of a frontage road system that connects to the main roadway down stream of the end of the free flow right-turn lane. Placement of the access point and design of the frontage road system would very much depend on the individual development plan for the adjacent property. An additional safety consideration in the design and use of an MLT/CFRT intersection is associated with the prevention of access to the median U-turn from the upstream rightturn acceleration lane. This movement should be prevented to avoid a situation where right-turning vehicles attempt to weave across multiple lanes over a short distance to access the median U-turn. This is not an issue with the MLT intersection because the right-turn movement is controlled by a traffic signal and does not generally conflict with cross-street traffic. Phase 3 Refined MLT Intersection Analysis ES-6

15 Exhibit ES-3 AGGREGATE COMPARISON OF PERFORMANCE METRICS BY INTERSECTION TYPE MLT Capacity Volumes Mile 6, 7, & 10 Intersections Comparison MLT to Performance Measure MLT MLT/CFRT CFI MLT/CFRT % Diff. MLT to CFI % Diff. MLT/CFRT to CFI % Diff. Total Delay (hours) % -21.7% -7.9% Delay per Vehicle (seconds) % -21.6% -8.4% Total Stops 48,226 40,791 34, % -27.6% -14.4% Stops per Vehicle % -27.5% -14.9% Total Travel Time (hours) Total Vehicles Entering Intersections 1, % -18.2% 5.6% 35,903 35,621 35, % -0.2% 0.6% Phase 3 Refined MLT Intersection Analysis ES-7

16 Exhibit ES-4 COMPARISON OF DELAY PER VEHICLE BY TRAFFIC MOVEMENT FOR ALL INTERSECTION DESIGN TYPES Delay / Veh (sec) Parkway-Parkway (Mile 6) Intersection Aggregate Delay Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) 151 Left-Turn Through Right-Turn Intersection Movement MLT MLT CFRT CFI SPUI Delay / Veh (sec) Parkway-Major Arterial (Mile 10) Intersection Aggregate Delay Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) Approaches With CFRT Lanes Left-Turn Through Right-Turn Left-Turn Through Right-Turn EB/WB Approach Direction and Movement MLT MLT CFRT CFI NB/SB Delay / Veh (sec) Parkway-Minor Arterial (Mile 7) Intersection Aggregate Delay Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) Approaches With CFRT Lanes Left-Turn Through Right-Turn Left-Turn Through Right-Turn EB/WB Approach Direction and Movement MLT MLT CFRT CFI NB/SB Delay / Veh (sec) Traffic Movement Aggregate Delay Per Vehicle for Each Intersection Design Type for Combined Mile 6, Mile 7, & Mile 10 Intersections (MLT Capacity Volumes) Left-Turn Through Right-Turn Intersection Movement MLT MLT CFRT CFI Phase 3 Refined MLT Intersection Analysis ES-8

17 1. INTRODUCTION AND STUDY OVERVIEW Long range transportation studies 4 in the Phoenix metropolitan area have identified the need for non-freeway restricted access facilities capable of providing significantly greater travel capacity than that provided by major urban arterials. Various design and access refinement alternatives have been proposed to provide additional travel capacity without employing full gradeseparations at intersections with arterial cross-streets. These design alternatives can provide the benefit of increases in intersection capacity while maintaining the potential for direct driveway access to each quadrant of the intersection. These design alternatives have also demonstrated significant safety benefits over conventional intersection designs. These innovative design alternatives generally focus on the provision of simple two-phase traffic signal operations at the intersections by eliminating the left-turn movement at the main intersection and accommodating it elsewhere. A previous study evaluated and compared the traffic operations benefits of employing indirect or Michigan left-turn (MLT) intersections to conventional intersection design along a hypothetical eight-lane parkway corridor 5. A follow-up study included a comparison of continuous flow intersections (CFIs) to both the conventional intersection design and the MLT intersection 6. Traffic operations, traffic delay, and general roadway capacity measures were used to assess the differences between conventional intersections, MLT intersections, and CFIs. These prior studies also analyzed the performance of a grade-separated single point urban interchange (SPUI) versus the other intersection design types at the intersection of two major eight-lane parkways. Exhibits 1-1 and 1-2 illustrate the design of the MLT intersection and the CFI intersection, respectively. The comparison of the traffic operations metrics for the CFI design and the MLT intersection demonstrated that the CFI derived a significant benefit from the use of continuous flow right-turn (CFRT) lanes, which are an inherent element of the CFI design, but were not evaluated as an element of the MLT design. The purpose of this study was to expand on the prior work and evaluate the change in traffic operations of an MLT intersection with the inclusion of CFRT lanes. The inclusion of CFRT lanes with an MLT intersection has the potential to reduce delay and improve traffic operations for both right-turns and left-turns because of the manner in which the left-turns are made at this intersection type. Left-turns at an MLT intersection must travel through the main intersection twice, once as a through movement and once as a right-turn movement. The prior studies identified that the overall delay to left-turn movements in the MLT intersection was significantly higher than with the CFI design, particularly under high left-turn traffic volume conditions. 4 Interstate 10 Hassayampa Valley Roadway Framework Study, Maricopa Association of Governments, September MCDOT Enhanced Parkway Study, Final Report, Maricopa County Department of Transportation, Contract No , August Phase 2 Continuous Flow Intersections, Final Report, Maricopa County Department of Transportation, Contract No , December Phase 3 Refined MLT Intersection Analysis 1

18 Exhibit 1-1 EXAMPLE OF A TYPICAL MLT INTERSECTION Source: Source: Phase 3 Refined MLT Intersection Analysis 2

19 Exhibit 1-2 EXAMPLE OF A CONTINUOUS FLOW INTERSECTION Source: ABMB Engineers, Inc., Baton Rouge, LA. Reproduced with permission. Phase 3 Refined MLT Intersection Analysis 3

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21 2. GENERAL ANALYSIS APPROACH AND METHODOLOGY SIMULATION NETWORK CONFIGURATION The general analysis approach for this study was identical to that used in the previous two studies, except that the conventional roadway design, described previously as the Base Network was not used in this study. This study focused on the comparison of the MLT/CFRT design to the MLT, CFI and SPUI designs to determine the relative merits of adding the CFRT lanes to the MLT intersection design. The network used in this study is described as the MLT Network in the previous studies. The same hypothetical 12-mile long parkway corridor consisting of two six-mile variants was used in this study as in the prior studies. However, only the intersections where the MLT/CFRT application was assumed were included in the summary and analysis of the performance metrics. Therefore, the overall performance metrics for the entire network as a whole are not included in this analysis. The general corridor roadway condition assumed for the analysis is schematically illustrated in Exhibit 2-1. The location of the MLT/CFRT, CFI, and SPUI applications are also provided in Exhibit 2-1. All other intersections along the corridor are assumed to be MLT intersections. A single SPUI intersection design was also applied to corridor at the parkway-parkway intersection illustrated in Exhibit 2-1. For discussion purposes and presentation of results, the main parkway corridor is assumed to run north-south, with cross streets east-west. Major arterials are assumed to consist of a sixlane roadway. Minor arterials are assumed to consist of a four-lane roadway, and collectors are assumed to consist of a two-lane roadway. The parkway and all cross streets are assumed to provide exclusive turn lanes consistent with the type of roadway being evaluated. The number of lanes and lane use assumptions for the initial MLT Network condition are provided in Exhibit 2-2. The MLT Network configuration consists of the following conditions: The parkways are eight-lane divided facilities, offset by 120-feet between the centers of the arterial roadways. This provides a median of approximately 70 feet in width for the simulation. The parkway-parkway intersection was assumed to have a directional U-turn on each intersection approach. For consistency, parkway traffic was assumed to travel through the main intersection and then U-turn and right-turn to accomplish the left-turn movement. For the SPUI design, the through traffic movement on the SPUI ramps at the cross street was not allowed in order to provide the most efficient SPUI traffic operations. Dual right-turn lanes were assumed on all approaches of the parkway-parkway and parkway-arterial MLT intersections to accommodate the high left-turn and right-turn volumes assumed. Only single right-turn lanes were used where continuous flow rightturn lanes were assumed in the MLT/CFRT and CFI designs. Single right-turn lanes were assumed on all parkway-minor arterial and parkwaycollector intersection approaches. Phase 3 Refined MLT Intersection Analysis 4

22 Exhibit 2-1 GENERAL ROADWAY SCHEME FOR THE ANALYSIS LEGEND Maj Major Arterial Min Minor Arterial Q Quarter Mile Spacing C Collector/ Business Access Signalized Entry Intersection Signalized Intersection Stop-Controlled Intersection SPUI Application Mile 12 Maj Half 11 C Mile 11 Min Half 10 C Mile 10 Maj Half 9 C N CFI & MLT/CFRT Application Note Signalized entry intersections are placed one-half mile upstream of the intersection they are metering. Half 8 C Half 7 C Mile 9 Min Mile 8 Maj Mile 7 Min Suburban Area High Intensity Area Half 6 C Mile 6 Parkway Q 5b C Half 5 Min Q 5a C Mile 5 Maj Q 4b C Half 4 Min Q 4a C Q 3b C Q 3a C Half 3 Min Mile 4 Maj Mile 3 Maj Q 2b C Half 2 Min Q 2a C Mile 2 Maj Q 1b C Half 1 Min Q 1a C Mile 1 Maj Phase 3 Refined MLT Intersection Analysis 5

23 Exhibit 2-2 INITIAL MLT NETWORK LANE CONFIGURATION, LANE USE AND TRAFFIC CONTROL ASSUMPTIONS Parkway / Parkway Intersection Parkway / Major Arterial Intersection Parkway / Minor Arterial Intersection Parkway / Collector or Commercial access Intersection LEGEND Number of Lanes and Lane Usage Signalized Intersection Stop-Controlled Intersection Phase 3 Refined MLT Intersection Analysis 6

24 Directional U-turn opportunities were placed in the parkway median adjacent to the cross street intersections. The following characteristics were assumed for the directional U- turn location, number of turn lanes, and traffic control for each cross street type: feet from major arterials, dual turn lanes, traffic signal controlled feet from minor arterials, single U-turn lanes, signal controlled feet from collectors, single turn lane, stop controlled. - Link distances are measured from the center of the intersection. MLT/CFRT INTERSECTION CONFIGURATION A schematic diagram of the assumed MLT/CFRT intersection is provided in Exhibit 2-3. A single CFRT lane was used on each intersection approach with an associated median U-turn opportunity, and as a result, the CFRT lanes only appear on the parkway approaches of the parkway-major arterial and parkway-minor arterial intersections. The number of U-turn lanes at the parkway-parkway intersection was reduced from two to one to eliminate a problem that occurred when the high-volume of U-turns attempted to merge from two lanes into the single CFRT lane. This problem did not exist at the parkway-major arterial or parkway-minor arterial intersections because of the lower volume of U-turns at these intersections. Exhibit 2-3 MLT/CFRT INTERSECTION LANE CONFIGURATION, LANE USE AND TRAFFIC CONTROL ASSUMPTIONS Parkway / Parkway Intersection Parkway / Major Arterial Intersection Parkway / Minor Arterial Intersection LEGEND Number of Lanes and Lane Usage Signalized Intersection Phase 3 Refined MLT Intersection Analysis 7

25 CONTINUOUS FLOW INTERSECTION CONFIGURATION A schematic diagram of the CFI number of lanes and lane configuration for each intersection type is provided in Exhibit 2-4. The left-turns at a CFI cross the opposing through lanes at a point approximately 500 feet upstream of the main intersection. For the purposes of this analysis, the distance from the left-turn location to the main intersection was established to provide efficient traffic operations for the left-turn movement by minimizing the additional delay to this movement. With proper placement of the left-turn location relative to the main intersection, the left-turn signal timing and offsets could be established such that good signal coordination was provided for the left-turns without increasing the traffic delay to the through movements in the intersection. The right-turn movements at a CFI are free-flow and do not pass through any of the traffic signals. For the purposes of this analysis, acceleration lanes of sufficient length were provided for right-turn traffic to allow for proper merging with minimal delay to this movement. Exhibit 2-4 CFI INTERSECTION SCHEMATIC CONFIGURATION AND TRAFFIC CONTROL Parkway / Parkway Intersection Parkway / Major Arterial Intersection Parkway / Minor Arterial Intersection LEGEND Number of Lanes and Lane Usage Signalized Intersection Phase 3 Refined MLT Intersection Analysis 8

26 SINGLE POINT URBAN INTERCHANGE (SPUI) CONFIGURATION A schematic diagram of the assumed SPUI configuration is provided in Exhibit 2-5. The SPUI configuration was assumed such that the through movement on the main parkway is grade separated and does not pass through the signalized intersection. Only three through lanes in the northbound and southbound directions are carried through the intersection as one lane in each direction becomes an exit ramp. Dual left-turn lanes are provided on each approach, with a single right-turn lane. There is no through movement from the ramp across the cross street, which provides for the most efficient operation of a SPUI as this eliminates a signal phase, providing a simplified three-phase signal operation. Overall, this configuration provides a relatively compact, efficient intersection design. Exhibit 2-5 ASSUMED SPUI CONFIGURATION FOR THE PARKWAY-PARKWAY INTERSECTION Free flow through movements Free flow through movements LEGEND Number of Lanes and Lane Usage Signalized Intersection Phase 3 Refined MLT Intersection Analysis 9

27 TRAFFIC ANALYSIS METHODOLOGY The analysis of traffic operations was conducted using the Synchro/SimTraffic software package developed by TrafficWare, Corporation. Synchro is a deterministic traffic operations, and traffic signal timing optimization software package. Synchro implements the methods of the 2000 Highway Capacity Manual for urban streets, signalized intersections, and unsignalized intersections. In addition to calculating capacity and level of service, Synchro can also optimize traffic signal cycle lengths, splits, and offsets for intersections along a corridor. SimTraffic is companion micro-simulation software to Synchro. SimTraffic uses the Synchro data entry and the traffic signal timing generated by Synchro to create a stochastic microsimulation of the entire roadway network under consideration. Each vehicle entering the network is tracked individually, and the traffic operations metrics are generated by compiling the individual vehicle information along each segment of the roadway. SimTraffic also creates an animation of the network showing each vehicle s journey and interaction with other vehicles. For this analysis Synchro was used for creating the network to be evaluated, data entry, and traffic signal optimization. Due to the complex nature of the traffic movements through the MLT intersections and the CFIs, SimTraffic was used to evaluate the traffic operations metrics and report the system performance of the alternatives. The simulation of each condition was executed five times using different random number seeds for each execution. The results of the five simulations were compiled and averaged to represent the final results for comparison of the alternatives being evaluated. SimTraffic assumes random arrivals of vehicles on the first roadway segment entering a network. From that point on, vehicle arrivals at intersections are dictated by the traffic signal timing of upstream signals and the vehicle travel speeds on the network. Typically, random arrivals of vehicles at an intersection will result in higher estimates of vehicle delay than with a condition where arrivals are metered by upstream signals in a coordinated signal system. Therefore, in order to reduce the effects of random intersection arrivals on the analysis, entry intersections were used on each of the parkways and major arterials. The entry intersections are the first intersections encountered by traffic on these roadways in the simulation, thus eliminating the random arrivals at the next downstream intersection. Entry intersections were assumed to be one-half mile upstream of the parkway intersections. The locations of the entry intersections are also provided in Exhibit 2-1. The delay and traffic operations conditions at these entry intersections were not included in the performance metrics for the analysis of alternatives. The parkway corridor in the MLT condition was simulated as two parallel one-way streets. This allows for proper simulation of the presence of the median and the directional median U-turns. In addition, it provides better simulation of the major signalized intersections. When the CFIs were added to the MLT network, the parallel one-way street configuration was maintained at the CFI. This creates a slightly longer travel path (60 to 120 feet longer) for the left-turns through the intersection at a CFI, but it was not considered significant in the overall results. In a real application of a CFI along an MLT parkway, the median would most likely be reduced in size at the intersection. Phase 3 Refined MLT Intersection Analysis 10

28 TRAFFIC VOLUMES The estimated traffic volumes at capacity for MLT Network were used to represent peak-hour conditions along the simulated corridor at each intersection. These volumes were estimated during Phase 1 of this work. The idea was to approximate the limits of the corridor design to accommodate traffic demand and estimate the through volume capacity of the corridor. The general process used to determine the capacity volumes is described in the final report for the Phase 1 study 7. The capacities of the turn lanes, including the U-turn lanes, were not estimated in this study or the previous two studies. An additional set of traffic volumes was developed in the Phase 1 study for use in testing the traffic operations at capacity for the parkway-parkway intersection with the MLT, MLT/CFRT, SPUI and CFI designs. This set of traffic volumes provides approximately uniform demand on each intersection approach, and is referred to as the Uniform Capacity volumes. SIMULATION OF MLT AND CONTINUOUS FLOW INTERSECTIONS SimTraffic is a sophisticated and powerful traffic simulation tool that is capable of precisely recreating most intersection designs and traffic signal control concepts in the simulation environment. In the Phase 1 study, SimTraffic was found capable of simulating an MLT intersection with more than sufficient accuracy to provide a valid comparison of traffic operating characteristics. The processes used to simulate MLT traffic operations and compile traffic statistics for the MLT intersection are described in detail in the Phase 1 study final report. An animated image of a MLT intersection from the simulation is provided in Exhibit 2-6 for the parkway-major arterial intersection. The simulation image of the MLT/CFRT is provided for reference in Exhibit 2-7. The processes used to simulate a CFI intersection and compile traffic statistics for a CFI are described in detail in Phase 2 study final report. Exhibit 2-8 provides an animated image of the simulation of a CFI at the parkway-major arterial intersection on the MLT Network. The MLT network was simulated as two parallel one-way streets to accurately represent the presence of the median and the U-turn movement through the directional median openings. This image may not be a particularly good representation of a CFI on an MLT parkway in that it is likely that the parkway median would be reduced in size at the intersection to save right-of-way. However, from a traffic operations perspective, the CFI intersections on the MLT network worked very well and provided for a good comparison of alternatives. It should be noted that the simulation of the CFI on the MLT network required the use of slightly longer clearance intervals for through traffic to clear the left-turn intersections. Therefore, the performance results may be considered somewhat conservative. It should also be noted that the delay to through and left-turning vehicles resulting from travel through the median at the main intersection in the simulation was not included in the summary of results for the CFI on the MLT network. This was done considering that the CFI would not be designed as it appears in Exhibit 2-8, but would have a narrower median at the intersection. 7 MCDOT Enhanced Parkway Study, Final Report, Maricopa County Department of Transportation, Contract No , August Phase 3 Refined MLT Intersection Analysis 11

29 Exhibit 2-6 SIMULATION IMAGE OF AN MLT INTERSECTION Phase 3 Refined MLT Intersection Analysis 12

30 Exhibit 2-7 SIMULATION IMAGE OF AN MLT/CFRT INTERSECTION Phase 3 Refined MLT Intersection Analysis 13

31 Exhibit 2-8 SIMULATION IMAGE OF A CFI ON THE MLT NETWORK Phase 3 Refined MLT Intersection Analysis 14

32 ALTERNATIVE ANALYSIS SCENARIOS Two alternative analysis scenarios were developed for this study to test traffic operations characteristics of the intersections along the corridor. The following provides a description of these scenarios and how they were used by the study: 1. MLT Network with MLT Capacity Volumes: The through traffic volumes for the main parkway corridor were increased until the parkway approach delay per vehicle represented LOS E traffic operations for as many of the intersections as practical. The approach volumes on the cross streets were those volumes used in the Base Capacity scenario described in the Phase 1 study final report. This scenario was used to approximate the upper limit of peak-hour capacity for the MLT parkway, while providing approximately LOS E operation for the cross streets. That is, parkway traffic volumes were increased, and signal timing adjusted to favor the parkway traffic, until near capacity operations were exhibited along the corridor. The following network simulations were conducted for comparison using the MLT Capacity volumes: MLT Network (from Phase 2 study). MLT Network with SPUI at the Mile 6 parkway-parkway intersection (Phase 1 study results used). MLT Network with MLT/CFRT intersections at Mile 6 (parkway-parkway intersection), Mile 7 (parkway-minor arterial intersection), and Mile 10 (parkway-major arterial intersection). MLT Network with CFIs at Mile 6 (parkway-parkway intersection), Mile 7 (parkwayminor arterial intersection), and Mile 10 (parkway-major arterial intersection) (Phase 2 study results used). The entire 12-mile corridor was used in the simulation for each alternative intersection. The manner in which the performance metrics were compiled allowed the comparison of aggregate intersection performance, and allowed for the comparison the performance of individual intersections and traffic movements. 2. Parkway-Parkway Intersection with Uniform MLT Capacity Volumes: This scenario focused on only the parkway-parkway intersection capacity. The simulated roadway network was reduced to only the parkway-parkway intersection and the adjacent signalized intersections upstream and downstream of the parkway-parkway intersection. The traffic volumes on each MLT parkway were adjusted to provide relatively equal volumes on all four approaches to estimate the approach capacity when the available green time was split equally between the two parkways. The following intersection alternatives were simulated: MLT intersection with single U-turn lanes on each intersection leg 8 (Phase 1 study results used). MLT/CFRT intersection with single U-turn lanes and a single CFRT lane on each approach. CFI intersection with dual left-turn lanes on each approach (Phase 2 study results used). 8 The analyses conducted in the Phase 1 study indicated that the use of dual U-turn lanes or single U-turn lanes produced essentially the same results for the left-turn volumes tested at the Mile 6 intersection. Only the results for the single U-turn lane condition were included in this study. Phase 3 Refined MLT Intersection Analysis 15

33 SPUI intersection with dual left-turn lanes on each approach (Phase 1 study results used). TRAFFIC SIGNAL TIMING FOR THE ANALYSIS AND COMPARISON OF ALTERNATIVES As a method of providing a non-bias assessment and comparison of alternatives, Synchro was used to optimize traffic signal parameters for the simulations. Traffic signal cycle length, intersection splits, and offsets were optimized. The intersections along the main parkway corridor were assigned to the same zone for optimization of the cycle lengths and offsets. This provided the best condition for maintaining traffic progression along the main parkway as the entry intersections were not included in establishing the cycle lengths and offsets along the parkway. All of the intersections along the main parkway, including the MLT signalized U-turn locations and the continuous flow intersections, operated on the same cycle length, except for the SPUI, which was optimized separately from the remainder of the parkway. In general, Synchro s signal timing algorithms tend to favor the highest traffic demand roadway, in this case the parkway, in establishing signal timing. The systemwide metrics used by Synchro may produce signal timings resulting in LOS F conditions on the cross street, if this reduces overall delay. The animation generated by the simulation and Synchro/SimTraffic congestion parameters were reviewed to determine whether the optimized signal timings were resulting in what was considered unreasonable cross street congestion (for example, LOS F with over 150 seconds of delay per vehicle). In such cases, the signal timings were adjusted to provide more efficient cross street traffic operations. These and other efforts were made to provide the most efficient and realistic traffic operation possible with the demand volumes used in the analysis. Traffic signal change plus clearance interval time was estimated for each intersection type based on the size of the cross street and the assumed intersection approach speeds for each roadway type. The equation for calculating the signal change plus clearance interval time presented in the Institute of Transportation Engineers, Traffic Engineering Handbook 9 was used for these calculations. The resulting times were rounded to the nearest half second for use in the traffic analysis. Signal timing at signalized MLT U-turn locations was coordinated with the downstream traffic signal. Offsets were optimized to provide good progression and to allow efficient movement of the U-turn. Placement of the upstream left-turn locations for the continuous flow intersections and signal timing for the CFI left-turns was established to achieve good progression for the left-turn movement through the downstream left-turn signals. The signal timing also provided signal coordination and progression for the main parkway through movements to the extent possible under the various traffic demand scenarios. PERFORMANCE ANALYSIS METRICS The primary performance metrics for this analysis are total delay (vehicle hours), delay per vehicle (seconds per vehicle), total stops, stops per vehicle, and total travel time in the system (hours) as measured and compiled by the SimTraffic program. These primary metrics 9 Institute of Transportation Engineers, Traffic Engineering Handbook, 5 th Edition, 1999, page 481. Phase 3 Refined MLT Intersection Analysis 16

34 were summarized for the three study intersections as group, and for individual intersections by intersection approach. The system consists of all roadway elements in the simulation excluding the entry intersections and entry intersection approaches. The total number of vehicles entering the network was used as a comparison between alternatives to ensure that the performance metrics were developed based on the same level of vehicular activity on the network. The following definitions are provided for clarity: Delay SimTraffic calculates delay as the difference between the simulated travel time over a defined link distance and the time it would take the vehicle with no other vehicles or traffic control devices present. Total delay is the sum of the delay for each vehicle in the simulation. Delay per vehicle is the total delay divided by the total number of vehicles. Simulation volume is the number of vehicles counted as in the system for the simulation. This number will differ slightly for each random simulation, even when the same input volumes are specified. Total stops is a count of vehicle stops by SimTraffic. Whenever a vehicle s speed drops below 10 ft/s, a stop is added. A vehicle is considered moving again when it speed reaches 15 ft/s. Stops per vehicle is calculated by SimTraffic by dividing the number of stops by the number of vehicles in the system. Travel time is the total time each vehicle was present in the simulation area. Travel time in SimTraffic includes time spent by vehicles denied entry to the system. Due to the traffic balancing procedure used to generate the input volumes for the simulation, denied entry vehicles were not a factor in the travel time estimations and did not contribute to travel time in the analysis. Total vehicles entering network is the number of vehicles on the simulation network during the simulation, excluding entry intersection vehicles that do not travel on an approach to an intersection on the main parkway. Each vehicle is only counted once. A methodology was devised to provide a comparison of the performance metrics for each of the intersection types evaluated in this and the previous studies. A detailed description of this methodology for the MLT intersections is provided in the Phase 1 study final report, and the description for the CFI design is provided in the Phase 2 study final report. This methodology provided the means to accumulate the performance metrics at virtually any desired level of analysis. For this study the performance metrics were summarized on aggregate for the three study intersections (parkway-parkway intersection, parkway-major arterial intersection, and parkway-minor arterial intersection), and by intersection approach and traffic movement for each individual intersection. Phase 3 Refined MLT Intersection Analysis 17

35 3. SUMMARY OF TRAFFIC VOLUME, SIGNAL TIMING, AND TRAFFIC SPEED INPUT VALUES The following provides a brief summary of the traffic volume, traffic signal timing, and traffic speed input values used in the analysis. Aside from the number of traffic lanes, traffic volume and signal timing are the two primary factors affecting the intersection levels of service and delay estimates. Traffic speed is important in establishing traffic signal coordination and traffic progression along the main parkway corridor. A summary of the traffic volume, traffic signal timing, and traffic speed input data are provided below. TRAFFIC VOLUME INPUT DATA There are 204 intersections in the simulation of the MLT Network (excluding entry intersections), and 222 in the MLT Network with 3 CFIs (excluding entry intersections) so the presentation of the traffic volumes at each location, by traffic movement, is somewhat impractical. The information below provides the average, minimum, and maximum volumes by approach and movement for the main parkway, and for the main parkway cross streets by type of cross street. That is, the average, minimum, and maximum main parkway approach volumes are presented for each cross street type, and the average, minimum, and maximum approach volumes on each cross street type at the main parkway are also presented for each analysis scenario. MLT CAPACITY VOLUMES The MLT Capacity volumes are provided in Exhibit 3-1. Exhibit 3-2 provides the traffic volumes used for the additional analysis of the parkway-parkway intersection using MLT Uniform Capacity volumes. The traffic volumes by individual movement from the simulations are presented later in this report as part of the presentation of the simulation results. TRAFFIC SIGNAL TIMING INPUT VALUES A summary of typical traffic signal timing input data for the study intersections is provided in Exhibits 3-3 and 3-4. Typical timing splits (green + change + clearance intervals) are provided for the main parkway and for the cross streets by type of street for each analysis scenario conducted. Split values are provided for the left-turn movement (LT), the through and right-turn movement (Thru/RT), and the U-turn movement (for the MLT alternatives only). The cycle length input for the main parkway intersections is also provided. TRAFFIC SPEEDS The traffic speed input for each roadway type is provided in Exhibit 3-5. This represents the speed limit on each roadway type and the average travel speed for drivers under free flow traffic conditions. Drivers in the simulation will travel faster or slower than the speed limit depending on the level of traffic congestion and the driver type speed factors used by SimTraffic. Phase 3 Refined MLT Intersection Analysis 18

36 Left Turn Phase 2 Continuous Flow Intersections 19 December 2007 MLT Capacity Condition Traffic Volumes Input Parkway Volumes Average Minimum 1 Maximum 1 Right Turn Total U-Turn Left Turn Right Turn Total U-Turn Left Turn Right Turn Total U-Turn Cross Street Type Thru Thru Thru Parkway 187 3, , , , , , Major Arterial 210 3, , , , , , Minor Arterial 110 3, , , , , , Collector 67 4, , , , , , Left Turn Input Cross Street Volumes Average Minimum 1 Maximum 1 Right Turn Total U-Turn Left Turn Right Turn Total U-Turn Left Turn Right Turn Total U-Turn Cross Street Type Thru Thru Thru Parkway 211 1, , , , , , Major Arterial 184 1, ,827 N / A 146 1, ,650 N / A 247 1, ,045 N / A Minor Arterial ,079 N / A N / A ,200 N / A Collector N / A N / A N / A 1. Movement volumes w ill not sum to Total volume. Exhibit 3-1 MLT CAPACITY INPUT TRAFFIC VOLUMES 1 Exhibit 3-2 PARKWAY-PARKWAY INTERSECTION ANALYSIS INPUT MLT UNIFORM CAPACITY VOLUMES 1 Parkway-Parkway Intersection Analysis Input Volumes (MLT Uniform Capacity) Left Turn Right Turn Total U-Turn Approach Thru Eastbound 461 2, , Westbound 415 1, , Northbound 390 1, , Southbound 367 2, , Volumes used for the MLT, MLT CFRT, CFI and SPUI evaluations.

37 Exhibits 3-3 TYPICAL TRAFFIC SIGNAL TIMING BY ROADWAY TYPE (MLT Capacity Volumes) Green + Change + Clearance Intervals (seconds) Parkway Cross Street Movement Movement Cycle Length Alternative Scenario Description LT Thru/RT U-turn Type LT Thru/RT U-Turn (seconds) Parkway MLT and MLT/CFRT Intersections Major Arterial 28 N / A Minor Arterial 28 N / A / Parkway 32 / CFI Intersections 52 / Major Arterial 28 / / Minor Arterial 27 / Main intersection / upstream left-turn time. SPUI Parkway - Parkway Intersection Analysis (MLT Network MLT Capacity Volumes) Green + Change + Clearance Intervals (seconds) Cycle Length E / W Thru/RT E / W LT N / S LT (seconds) Phase 3 Refined MLT Intersection Analysis 20

38 Exhibit 3-4 TRAFFIC SIGNAL TIMING FOR THE PARKWAY-PARKWAY INTERSECTION ANALYSES MLT Parkway - Parkway Intersection Analysis (MLT Uniform Capacity Volumes) Green + Change + Clearance Intervals (seconds) N / S Parkway E / W Parkway Cycle Length Thru/RT U-Turn Thru/RT U-Turn (seconds) MLT/CFRT Parkway - Parkway Intersection Analysis (MLT Uniform Capacity Volumes) Green + Change + Clearance Intervals (seconds) N / S Parkway E / W Parkway Cycle Length Thru/RT U-Turn Thru/RT U-Turn (seconds) SPUI Parkway - Parkway Intersection Analysis (MLT Uniform Capacity Volumes) Green + Change + Clearance Intervals (seconds) Cycle Length E / W Thru/RT E / W LT N / S LT (seconds) CFI Parkway - Parkway Intersection Analysis (MLT Uniform Capacity Volumes) Green + Change + Clearance Intervals (seconds) N / S Parkway E / W Parkway Cycle Length Thru/LT Upstream LT Thru/LT Upstream LT (seconds) SPUI Parkway - Parkway Intersection Analysis (MLT Network MLT Capacity Volumes) Green + Change + Clearance Intervals (seconds) Cycle Length E / W Thru/RT E / W LT N / S LT (seconds) Phase 3 Refined MLT Intersection Analysis 21

39 Exhibit 3-5 INPUT ROADWAY TRAVEL SPEED BY ROADWAY TYPE Roadway Type Link Speed (mph) Parkway 45 Major Arterial 40 Minor Arterial 35 Collector 30 Phase 3 Refined MLT Intersection Analysis 22

40

41 4. ANALYSIS RESULTS The simulation results are presented through a series of tables and charts for each analysis scenario. The simulation results represent average values of the performance metrics from five random simulations of each scenario that was tested. Each simulation represents a one-hour time period of traffic flow. The aggregate results for the study intersections are presented through a summary of the performance metrics that are used to compare corridor design alternatives under a given set of traffic volume assumptions. The traffic operations at individual intersections by traffic movement are also compared under each analysis scenario. These summary statistics provide the following: Total delay in hours. Delay per vehicle in seconds. Total stops. Stops per vehicle. Travel time in hours. Total vehicles entering the intersection or intersections being evaluated. MLT CAPACITY TRAFFIC VOLUME SCENARIO The MLT Capacity Volume scenario represents a traffic condition where the MLT network is generally operating at capacity. The maximum hourly approach volumes used in the MLT Capacity analysis (4,500 vehicles per hour) represents an average daily traffic of approximately 90,000 vehicles per day for the main parkway assuming the peak-hour is ten percent of the daily traffic. This result may be somewhat conservative in that the capacity of the right-turn lanes was not explored in this or either of the previous studies. The MLT Capacity traffic volumes were used to evaluate and compare the traffic operations of the four intersection design alternatives assuming that all of the other intersections on the network were MLT design. The four design alternatives are the following: Michigan Left-Turn intersections (MLT). Michigan Left-Turn intersections with continuous flow right-turns (MLT/CFRT). Continuous Flow Intersections (CFI), with the CFI treatment used on all intersection approaches (a full CFI). Single Point Urban Interchange (SPUI). The design alternatives were applied at the following three locations along the corridor. Parkway-Parkway intersection (Mile 6) all four alternatives tested. Parkway-Major Arterial intersection (Mile 10) MLT, MLT/CFRT and CFI designs tested. Parkway-Minor Arterial intersection (Mile 7) MLT, MLT/CFRT, and CFI designs tested. The comparison of results is provided at the following two levels of analysis: Aggregate results for three intersections (Mile 6, Mile 7, and Mile 10) for the MLT, MLT/CFRT design, and CFI designs. Individual intersection results for all intersections and design types. Phase 3 Refined MLT Intersection Analysis 23

42 Aggregate Results for Three Study Intersections with MLT Capacity Volumes The aggregate results for the three study intersections are presented in Exhibit 4-1. The results indicate: On an aggregate basis for the three intersections where the MLT/CFRT was simulated, the reduction in delay per vehicle was 14 percent, stops 15 percent, and travel time 23 percent in comparison to the MLT intersection design. The CFIs reduce delay by 22 percent, and stops by 28 percent, and travel time by 18 percent in comparison to the MLT design. While the CFI design performed better than the MLT/CFRT on aggregate for the three intersections tested, the improvement in traffic operations was much less than that estimated in comparison to the MLT intersection. The CFI provided an 8 percent reduction in delay and a 15 percent reduction in stops compared to the MLT/CFRT intersection. Total travel time was estimated to be slightly higher with the CFI design in comparison to the MLT/CFRT design. Exhibit 4-1 AGGREGATE INTERSECTION PERFORMANCE MEASURES WITH MLT CAPACITY VOLUMES MLT Capacity Volumes Mile 6, 7, & 10 Intersections Comparison MLT to Performance Measure MLT MLT/CFRT CFI MLT/CFRT % Diff. MLT to CFI % Diff. MLT/CFRT to CFI % Diff. Total Delay (hours) % -21.7% -7.9% Delay per Vehicle (seconds) % -21.6% -8.4% Total Stops 48,226 40,791 34, % -27.6% -14.4% Stops per Vehicle % -27.5% -14.9% Total Travel Time (hours) Total Vehicles Entering Intersections 1, % -18.2% 5.6% 35,903 35,621 35, % -0.2% 0.6% Parkway-Parkway Intersection (Mile 6) with MLT Capacity Volumes The intersection at Mile 6 of the corridor is the intersection of the main parkway with the eastwest parkway. The MLT intersection assumed the provision of a U-turn opportunity on each intersection approach consistent with the overall parkway design for the MLT condition. The following intersection design types were simulated at this location: MLT (Phase 1 study) SPUI (Phase 1 study) CFI (Phase 2 study) MLT/CFRT (this study) Phase 3 Refined MLT Intersection Analysis 24

43 A summary table of the performance measures is provided in Exhibit 4-2. The results indicate: The MLT/CFRT intersection provided substantial benefits over the MLT design by reducing delay per vehicle by 18 percent, stops by 20 percent and travel time by 28 percent. The MLT/CFRT design provided reductions in delay and stops that were essentially the same as that provided by the CFI design. The MLT/CFRT design provided a 31 percent reduction in travel time in comparison to the CFI design. The addition of the CFRT lanes provided a significant design advantage at this high turnvolume intersection. The SPUI provided the overall best traffic operations at the parkway-parkway intersection, and was substantially better than each of the other design alternatives tested. Exhibit 4-2 INTERSECTION PERFORMANCE MEASURES FOR THE PARKWAY-PARKWAY (MILE 6) INTERSECTION WITH MLT CAPACITY VOLUMES MLT Capacity Volumes Mile 6 Intersection Comparison Performance Measure MLT MLT/CFRT CFI SPUI MLT to MLT/CFRT % Diff. MLT to CFI % Diff. MLT to SPUI % Diff. MLT/CFRT to CFI % Diff MLT/CFRT to SPUI % Diff CFI to SPUI % Diff Total Delay (hours) % -14.7% -64.5% 5.8% -56.0% -58.5% Delay per Vehicle (seconds) % -14.2% -64.0% 4.9% -55.9% -58.0% Total Stops 21,282 16,873 16,833 5, % -20.9% -76.0% -0.2% -69.8% -69.7% Stops per Vehicle % -20.5% -75.6% -1.2% -69.7% -69.3% Total Travel Time (hours) Total Vehicles Entering Intersection % -5.3% -42.4% 31.4% -20.1% -39.2% 13,778 13,582 13,709 13, % -0.5% -1.6% 0.9% -0.2% -1.1% Exhibit 4-3 provides a comparison of the delay per vehicle for each approach and individual movement for each of the intersection design alternatives at the parkway-parkway intersection. Exhibit 4-4 provides an aggregate comparison by movement of delay per vehicle and stops per vehicle for each intersection design. Presenting the weighted average delay per vehicle and stops per vehicle by movement is meaningful at the parkway-parkway intersection because the intersection geometry for the MLT, MLT/CFRT, and CFI designs is the same for each approach within a design type. Examination of the information contained in Exhibits 4-3 and 4-4 indicates the following: While the through movements in the MLT design are at capacity, it is the left-turn movements that suffer the highest levels of delay. The high delay to the left-turn movements is generated because this traffic passes through the main intersection twice. The MLT/CFRT design virtually eliminates delay to both left-turns and right-turns incurred in the right-turn lane, and substantially reduces delay to both left-turning and right-turning vehicles in comparison to the MLT design. Delay per vehicle to left-turns is reduced by 21 percent, and delay per vehicle to the right-turns is reduced by 72 percent. The MLT/CFRT provides the lowest levels of delay per vehicle and stops per vehicle for right-turns among the four design types. This is partially due to a design assumption that the right-turn lane would begin slightly upstream of the U-turn traffic signal location, providing an additional traffic lane at the U-turn median opening traffic signal for the Phase 3 Refined MLT Intersection Analysis 25

44 parkway-parkway intersection. This was done to accommodate the combination of the high volume right-turn and left-turn movements at this intersection which yielded a combined volume of between 700 and 900 vehicles per hour in the right-turn lanes. The through movement for the MLT, MLT/CFRT, and CFI designs operated with virtually the same levels of delay and stops per vehicle. The SPUI provides significant delay reduction to all movements in the intersection. In this particular case the left-turn movements suffer less delay than with the CFI design, and the delay to the right-turn movements is similar to that of the CFI. The grade separated northbound and southbound through movements have virtually no delay. Phase 3 Refined MLT Intersection Analysis 26

45 Exhibit 4-3 PARKWAY-PARKWAY INTERSECTION (MILE 6) DELAY PER MOVEMENT BY INTERSECTION DESIGN ALTERNATIVE (MLT Capacity Volumes) Parkway / Parkway (Mile 6) Intersection Delay per Vehicle by Movement MLT Configuration with MLT Capacity Volumes Parkway / Parkway (Mile 6) Intersection Delay per Vehicle by Movement MLT CFRT Configuration with MLT Capacity Volumes Total Delay = 229 Hours Total Delay = 284 Hours Delay / Vehicle = 74 Seconds Total Stops = 21,282 Stops / Vehicle = 1.54 Total Travel Time = 440 Hours Total Vehicles = 13, Delay / Vehicle = 61 Seconds Total Stops = 16,873 Stops / Vehicle = 1.24 Total Travel Time = 317 Hours Total Vehicles = 13, Delay / Veh (sec) , , , , RT Lane UT Lane Other Delay Hourly Movement 206 Flow Rate (vph) Delay / Veh (sec) , , , , RT Lane UT Lane Other Delay Hourly Movement 203 Flow Rate (vph) EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 0 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement Movement Parkway / Parkway (Mile 6) Intersection Delay per Vehicle by Movement CFI Configuration with MLT Capacity Volumes Parkway / Parkway (Mile 6) Intersection Delay per Vehicle by Movement SPUI Configuration with MLT Capacity Volumes Total Delay = 242 Hours Delay / Vehicle = 64 Seconds Total Stops = 16,833 Stops / Vehicle = 1.23 Total Travel Time = 417 Hours Total Vehicles = 13, Total Delay = 101 Hours Delay / Vehicle = 27 Seconds Total Stops = 5,104 Stops / Vehicle = 0.38 Total Travel Time = 253 Hours Total Vehicles = 13,559 Delay / Veh (sec) , , , , RT Lane LT Lane Other Delay Hourly Movement 205 Flow Rate (vph) Delay / Veh (sec) , , , , Hourly 207 Movement Flow Rate (vph) 10 0 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 10 0 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement Movement Phase 3 Refined MLT Intersection Analysis 27

46 Exhibit 4-4 PARKWAY-PARKWAY (MILE 6) INTERSECTION AGGREGATE DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE (MLT Capacity Volumes) Delay / Veh (sec) Parkway-Parkway (Mile 6) Intersection Aggregate Delay Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) 151 Left-Turn Through Right-Turn Intersection Movement MLT MLT CFRT CFI SPUI Stops / Veh (sec) Parkway-Parkway (Mile 6) Intersection Aggregate Stops Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) Left-Turn Through Right-Turn Intersection Movement MLT MLT CFRT CFI SPUI Phase 3 Refined MLT Intersection Analysis 28

47 Parkway-Major Arterial Intersection (Mile 10) with MLT Capacity Volumes The intersection at Mile 10 of the corridor is the intersection of the main parkway with the eastwest major arterial roadway. The MLT intersection assumed the provision of a U-turn opportunity on the north and south parkway legs of the intersection consistent with the overall parkway design for the MLT condition. The CFRT lanes were applied to the MLT intersection on only the northbound and southbound approaches of the intersection consistent with the location of the median openings for U-turns. A full CFI, with CFI left and right-turn treatments on each approach, was applied in the Phase 2 study. A summary table of the performance measures for each intersection design alternative is provided in Exhibit 4-5. The results indicate: Even with only CFRT lanes on two approaches, the MLT/CFRT provides significant improvement in traffic operations over the MLT design. The MLT/CFRT reduces delay by 14 percent, stops by 16 percent, and travel time by 17 percent in comparison to the MLT design. The CFI reduces delay by 36 percent, stops by 41 percent, and travel time by 29 percent in comparison to the MLT intersection. The CFI reduces delay by 26 percent, stops by 30 percent and travel time by 15 percent in comparison to the MLT/CFRT design. Overall, the CFI provides the best traffic operations at this location, but the MLT/CFRT provides significant improvement over the MLT design while only using two CFRT lanes. Exhibit 4-5 INTERSECTION PERFORMANCE MEASURES FOR THE PARKWAY-MAJOR ARTERIAL (MILE 10) INTERSECTION MLT Capacity Volumes Mile 10 Intersection Comparison MLT to Performance Measure MLT MLT/CFRT CFI MLT/CFRT % Diff. MLT to CFI % Diff. MLT/CFRT to CFI % Diff. Total Delay (hours) % -36.0% -25.6% Delay per Vehicle (seconds) % -36.1% -25.9% Total Stops 16,301 13,712 9, % -41.2% -30.1% Stops per Vehicle % -41.3% -30.4% Total Travel Time (hours) Total Vehicles Entering Intersection % -28.9% -14.6% 11,585 11,562 11, % 0.1% 0.3% Exhibit 4-6 provides a comparison of the delay by approach movement for each of the intersection design alternatives at the major arterial intersection. Exhibit 4-7 provides an aggregate comparison of delay per vehicle and stops per vehicle by movement for the eastbound/westbound movements and the northbound/southbound movements separately. The data in Exhibit 4-7 are presented separately for eastbound/westbound and northbound/southbound because the CFRT lanes were only included with the MLT/CFRT design on the northbound/southbound approaches. The MLT and the MLT/CFRT designs are the same for the eastbound/westbound approaches at this intersection. Phase 3 Refined MLT Intersection Analysis 29

48 Examination of the information contained in Exhibits 4-6 and 4-7 indicates the following: The impact of the CFRT lanes on the MLT design is confined to the traffic operations on the northbound and southbound approaches, where there is a significant reduction in delay and stops per vehicle for both the left-turn and right-turn movements. On the northbound and southbound approaches the delay per vehicle for the left-turns is reduced by 17 percent and the delay per vehicle for the right-turns is reduced by 43 percent in comparison to the MLT intersection design. Northbound and southbound stops per vehicle are reduced by 29 percent for left-turns and by 55 percent for rightturns with the addition of the CFRT lanes to the MLT intersection. The impact of the CFRT lanes on the northbound and southbound traffic at this intersection is somewhat less than at the parkway-parkway intersection because the turning movement volumes are substantially lower at this location. The delay on the eastbound and westbound approaches for the MLT and MLT/CFRT designs are virtually the same for each traffic movement, with the CFRT lanes providing no improvement in traffic operations. This is as expected given that the eastbound and westbound movements do not have CFRT lanes at this location. The delay to the southbound through movement in the MLT/CFRT design is approximately 24 percent lower than in the MLT design, presumably as a result of the addition of the CFRT lane allowing better use of the through lanes by the trough traffic. The CFI design provides significantly lower levels of delay and stops per vehicle to the left-turning traffic. Phase 3 Refined MLT Intersection Analysis 30

49 Exhibit 4-6 PARKWAY-MAJOR ARTERIAL INTERSECTION (MILE 10) DELAY PER VEHICLE BY MOVEMENT FOR EACH INTERSECTION DESIGN ALTERNATIVE (MLT Capacity Volumes) Parkway / Major Arterial (Mile 10) Intersection Delay per Vehicle by Movement MLT Configuration with MLT Capacity Volumes Parkway / Major Arterial (Mile 10) Intersection Delay per Vehicle by Movement MLT/CFRT Configuration with MLT Capacity Volumes Total Delay = 209 Hours Delay / Vehicle = 65 Seconds Total Stops = 16,301 Stops / Vehicle = 1.41 Total Travel Time = 350 Hours Total Vehicles = 11, Total Delay = 180 Hours Delay / Vehicle = 56 Seconds Total Stops = 13,712 Stops / Vehicle = 1.19 Total Travel Time = 292 Hours Total Vehicles = 11, Delay / Veh (sec) , , , , RT Lane UT Lane Other Delay Hourly Movement 168 Flow Rate (vph) Delay / Veh (sec) , , , , RT Lane UT Lane Other Delay Hourly Movement 171 Flow Rate (vph) EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 0 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement Movement Parkway / Major Arterial (Mile 10) Intersection Delay per Vehicle by Movement CFI Configuration with MLT Capacity Volumes Delay / Veh (sec) Total Delay = 134 Hours Delay / Vehicle = 41 Seconds Total Stops = 9,580 Stops / Vehicle = 0.83 Total Travel Time = 249 Hours Total Vehicles = 11, , , , , EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement RT Lane LT Lane Other Delay Hourly Movement 170 Flow Rate (vph) Phase 3 Refined MLT Intersection Analysis 31

50 Exhibit 4-7 PARKWAY-MAJOR ARTERIAL (MILE 10) INTERSECTION AGGREGATE DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE Parkway-Major Arterial (Mile 10) Intersection Aggregate Delay Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) Delay / Veh (sec) Approaches With CFRT Lanes Left-Turn Through Right-Turn Left-Turn Through Right-Turn EB/WB Approach Direction and Movement NB/SB MLT MLT CFRT CFI Stops / Veh (sec) Parkway-Major Arterial (Mile 10) Intersection Aggregate Stops Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) Left-Turn Through Right-Turn Left-Turn Through Right-Turn EB/WB Intersection Movement Approaches With CFRT Lanes NB/SB MLT MLT CFRT CFI Phase 3 Refined MLT Intersection Analysis 32

51 Parkway-Minor Arterial Intersection (Mile 7) with MLT Capacity Volumes The intersection at Mile 7 of the corridor is the intersection of the main parkway with the eastwest minor arterial roadway. The MLT intersection assumed the provision of a U-turn opportunity on the north and south parkway legs of the intersection consistent with the overall parkway design for the MLT condition. The CFRT lanes were applied to the MLT intersection on only the northbound and southbound approaches of the intersection consistent with the location of the median openings for U-turns. A full CFI, with the CFI left and right-turn treatments on all four approaches, was applied with the MLT Capacity volumes at this location in the Phase 2 study. This was done to provide the best possible traffic operations characteristics of this CFI design treatment. The full CFI allows two-phase traffic signal operation. A summary table of the performance measures for each intersection design alternative is provided in Exhibit 4-8. The results indicate: The application of the CFRT lanes with the MLT intersection reduces delay by 7 percent, and stops by 4 percent, and travel time by 22 percent in comparison to the MLT design. The full CFI design reduces delay by 15 percent, stops by 20 percent, and travel time by 25 percent in comparison to the MLT intersection design, and reduces delay by 8 percent, stops by 17 percent, and travel time by 4 percent in comparison to the MLT/CFRT design. Overall, the CFI provides the best traffic operations at this location, but the MLT/CFRT provides some improvement over the MLT design while only using two CFRT lanes. Exhibit 4-8 INTERSECTION PERFORMANCE MEASURES FOR THE PARKWAY-MINOR (MILE 7) ARTERIAL INTERSECTION WITH MLT CAPACITY VOLUMES MLT Capacity Volumes Mile 7 Intersection Comparison MLT to Performance Measure MLT MLT/CFRT CFI MLT/CFRT % Diff. MLT to CFI % Diff. MLT/CFRT to CFI % Diff. Total Delay (hours) % -14.6% -7.5% Delay per Vehicle (seconds) % -14.5% -7.9% Total Stops 10,643 10,206 8, % -20.1% -16.7% Stops per Vehicle % -20.0% -17.1% Total Travel Time (hours) Total Vehicles Entering Intersection % -24.6% -3.9% 10,540 10,477 10, % -0.1% 0.5% Exhibit 4-9 provides a comparison of the delay by movement by approach for each of the intersection design alternatives at the minor arterial intersection. Exhibit 4-10 provides an aggregate comparison of delay per vehicle and stops per vehicle by movement for the eastbound/westbound movements and the northbound/southbound movements separately. The data in Exhibit 4-10 are presented separately for eastbound/westbound and northbound/southbound because the CFRT lanes were only included with the MLT/CFRT Phase 3 Refined MLT Intersection Analysis 33

52 design on the northbound/southbound approaches. The MLT and the MLT/CFRT designs are the same for the eastbound/westbound approaches at this intersection. Examination of the information contained in Exhibits 4-9 and 4-10 indicates the following: The impact of the CFRT lanes on the MLT design is confined to the traffic operations on the northbound and southbound approaches where there is a significant reduction in delay and stops per vehicle for both the left-turn and right-turn movements. On the northbound and southbound approaches the delay per vehicle for the left-turns is reduced by 11 percent and the delay per vehicle for the right-turns is reduced by 38 percent. Northbound and southbound stops per vehicle are reduced by 19 percent for left-turns and by 58 percent for right-turns with the addition of the CFRT lanes to the MLT intersection. The impact of the CFRT lanes for the MLT intersection is the least at the parkway-minor arterial intersection primarily because this intersection has the lowest volume of turning movements. The delay to the through movements is essentially the same for all three intersection designs. The CFI significantly reduces the delay to the left-turn movements in comparison to the MLT design and the MLT/CFRT designs. The delay per vehicle and stops per vehicle for right-turning traffic on the northbound and southbound approaches is virtually the same for the MLT/CFRT intersection and the CFI. Phase 3 Refined MLT Intersection Analysis 34

53 Exhibit 4-9 PARKWAY-MINOR ARTERIAL INTERSECTION (MILE 7) DELAY PER MOVEMENT BY INTERSECTION DESIGN ALTERNATIVE (MLT Capacity Volumes) Parkway / Minor Arterial (Mile 7) Intersection Delay per Vehicle by Movement MLT Configuration with MLT Capacity Volumes Parkway / Minor Arterial (Mile 7) Intersection Delay per Vehicle by Movement MLT/CFRT Configuration with MLT Capacity Volumes Total Delay = 140 Hours Delay / Vehicle = 48 Seconds Total Stops = 10,643 Stops / Vehicle = 1.01 Total Travel Time = 302 Hours Total Vehicles = 10, Total Delay = 129 Hours Delay / Vehicle = 44 Seconds Total Stops = 10,206 Stops / Vehicle = 0.97 Total Travel Time = 237 Hours Total Vehicles = 10, Delay / Veh (sec) , , RT Lane UT Lane Other Delay Hourly Movement 72 Flow Rate (vph) Delay / Veh (sec) , , RT Lane UT Lane Other Delay Hourly 72 Movement Flow Rate (vph) EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 0 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement Movement Parkway / Minor Arterial (Mile 7) Intersection Delay per Vehicle by Movement CFI Configuration with MLT Capacity Volumes Delay / Veh (sec) Total Delay = 119 Hours Delay / Vehicle = 41 Seconds Total Stops = 8,503 Stops / Vehicle = 0.81 Total Travel Time = 228 Hours Total Vehicles = 10, , ,889 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement RT Lane LT Lane Other Delay Hourly Movement 72 Flow Rate (vph) Phase 3 Refined MLT Intersection Analysis 35

54 Exhibit 4-10 PARKWAY-MINOR ARTERIAL (MILE 7) INTERSECTION AGGREGATE DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE Delay / Veh (sec) Parkway-Minor Arterial (Mile 7) Intersection Aggregate Delay Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) Approaches With CFRT Lanes Left-Turn Through Right-Turn Left-Turn Through Right-Turn EB/WB NB/SB Approach Direction and Movement MLT MLT CFRT CFI Stops / Veh (sec) Parkway-Minor Arterial (Mile 7) Intersection Aggregate Stops Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Capacity Volumes) Left-Turn Through Right-Turn Left-Turn Through Right-Turn EB/WB Intersection Movement Approaches With CFRT Lanes NB/SB MLT MLT CFRT CFI Phase 3 Refined MLT Intersection Analysis 36

55 PARKWAY-PARKWAY INTERSECTION (MILE 6) ANALYSIS ASSUMING UNIFORM APPROACH VOLUMES An analysis was conducted to evaluate the traffic operations at the parkway-parkway intersection assuming relatively balanced, or uniform, approach volumes that approximated the capacity of the MLT intersection design. The assumed volumes by approach and movement were provided previously in Exhibit 3-3. These volumes were developed in order to test the traffic operations of the intersections under conditions that require a nearly equally sharing of available green time by conflicting approaches. In addition, the assumed volumes represent relatively high volumes of right and left-turn movements. It should be noted that the MLT Uniform Capacity volumes represent traffic demand entering the intersection that is approximately 15 percent less than the traffic volume for the MLT Capacity volumes shown in Exhibit 4-3. This indicates that the uniform approach volumes significantly reduce the overall capacity of the intersection. The MLT, MLT/CFRT, CFI, and SPUI intersection designs were tested and compared using the assumed volumes. A summary table of the performance metrics for the three intersection types is provided in Exhibit These results indicate: The MLT/CFRT design significantly improves the performance of this intersection over the MLT design, providing a 21 percent reduction in delay, a 37 percent reduction in stops, and a 13 percent reduction in travel time. The MLT/CFRT is more effective at improving traffic operations under the uniform traffic volume assumptions than under the MLT Capacity volume assumptions in Exhibit 4-2, presumably because of the higher volumes of turn movements for all approaches with the Uniform Capacity volumes. The CFI significantly improves intersection performance over the MLT/CFRT and intersection design. The CFI reduces delay by 43 percent, stops by 36 percent, and travel time by 22 percent in comparison to the MLT/CFRT design. The CFI is more effective at improving traffic operations under the uniform traffic volume assumptions than under the MLT Capacity volume assumptions (see Exhibit 4-2). Overall, the SPUI is the most effective design alternative under these volume assumptions, but the overall levels of delay per vehicle are similar in magnitude to that provided by the CFI design. The SPUI reduces delay by only 5 percent and travel time by only 11 percent in comparison to the CFI intersection. The SPUI reduces stops by 32 percent in comparison to the CFI primarily because of the large volume of traffic that passes through the intersection on the grade separation and does not stop. Phase 3 Refined MLT Intersection Analysis 37

56 Exhibit 4-11 INTERSECTION PERFORMANCE MEASURES FOR THE PARKWAY-PARKWAY (MILE 6) INTERSECTION WITH MLT UNIFORM CAPACITY VOLUMES Parkway-Parkway Intersection MLT Uniform Capacity Volumes Intersection Type Performance Measure MLT MLT/CFRT CFI SPUI MLT to MLT/CFRT MLT to CFI % Diff. % Diff. MLT to SPUI % Diff. Comparison MLT/CFRT to CFI % Diff MLT/CFRT to SPUI % Diff Total Delay (hours) % -54.5% -57.8% -42.4% -46.5% -7.3% Delay per Vehicle (seconds) % -54.8% -57.2% -42.6% -45.7% -5.3% Total Stops 13,754 8,657 5,530 3, % -59.8% -73.0% -36.1% -57.1% -32.8% Stops per Vehicle % -60.0% -72.6% -36.4% -56.4% -31.4% Total Travel Time (hours) % -31.3% -39.1% -21.5% -30.3% -11.3% Total Vehicles Entering Intersection 11,709 11,728 11,784 11, % 0.6% -1.4% 0.5% -1.6% -2.1% CFI to SPUI % Diff Exhibit 4-12 provides a comparison of the delay by movement for each of the intersection design alternatives at the parkway-parkway intersection, and Exhibit 4-13 provides an aggregate comparison of delay per vehicle and stops per vehicle by movement. Examination of the information contained in Exhibits 4-12 and 4-13 indicates the following: The primary weakness of the MLT design is the delay associated with the left-turn movements. The through and right-turn movements operate at or below capacity. It should be noted that an additional 20 seconds of delay was included for the leftturn movements in the MLT and MLT/CFRT intersections to account for the additional travel time associated with the U-turn movements. The addition of the CFRT lanes to the MLT intersection reduced the delay and stops per vehicle to the left-turn movements by 22 percent and 45 percent, respectively, and reduced the delay and stops per vehicle to the right-turn movements by 50 percent and 75 percent, respectively in comparison to the MLT design. The addition of the CFRT lanes to the MLT intersection virtually eliminated the delay in the right-turn lanes for both right-turns and left-turns. The delay to the through movements for the MLT/CFRT intersection are slightly lower than with the MLT intersection, but are higher than with the CFI, which reduces delay to the through movement by 42 percent in comparison to the MLT/CFRT. This is primarily a result of the additional delay incurred at the U-turn median opening traffic signal. The CFI design provided significantly better traffic operations and lower delay for all movements in comparison to the MLT design. All movements on the CFI operate well below capacity. The CFI design reduced delay per vehicle for left-turns by 37 percent and for right-turns by 61 percent in comparison to the MLT/CFRT design. All movements in the SPUI operate below capacity except the northbound and southbound left-turn movements, which could be improved through a minor modification of the signal timing to provide more green time for these movements. However, the change in signal timing would increase the delay to the higher volume eastbound and westbound through movements and increase total delay in the intersection. In general, the overall level of delay with the CFI is very similar to that of the SPUI under the assumed traffic volumes. Phase 3 Refined MLT Intersection Analysis 38

57 Exhibit 4-12 PARKWAY-PARKWAY INTERSECTION (MILE 6) DELAY PER MOVEMENT BY INTERSECTION DESIGN ALTERNATIVE (MLT Uniform Capacity Volumes) Parkway / Parkway Intersection Delay per Vehicle by Movement MLT Configuration (Single U-Turn Lane) with MLT Uniform Capacity Volumes Parkway / Parkway Intersection Delay per Vehicle by Movement MLT/CFRT Configuration with MLT Uniform Capacity Volumes Delay / Veh (sec) Total Intersection Delay = 223 Hours Intersection Delay / Vehicle = 69 Seconds Total Intersection Stops = 13,754 Intersection Stops / Vehicle = 1.17 Total Intersection Travel Time = 400 Hours Total Vehicles = 11, EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR 407 RT lane UT lane Other Delay Hourly Movement Flow Rate (vph) Delay / Veh (sec) Total Intersection Delay = 176 Hours Intersection Delay / Vehicle = 54 Seconds Total Intersection Stops = 8,657 Intersection Stops / Vehicle = 0.74 Total Intersection Travel Time = 350 Hours Total Vehicles Entering = 11, , , , , EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR RT lane UT lane Other Delay Hourly Movement 415 Flow Rate (vph) Movement Movement Parkway / Parkway (Mile 6) Intersection Delay per Vehicle by Movement CFI Configuration with MLT Uniform Capacity Volumes Parkway / Parkway Intersection Delay per Vehicle by Movement SPUI Configuration with MLT Uniform Capacity Volumes Delay / Veh (sec) Total Intersection Delay = 102 Hours Intersection Delay / Vehicle = 31 Seconds Total Intersection Stops = 5,530 Intersection Stops / Vehicle = 0.47 Total Intersection Travel Time = 275 Hours Total Vehicles = 11, , , , ,086 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement RT lane LT lane Other Delay Hourly Movement Flow Rate (vph) Delay / Veh (sec) , Total Intersection Delay = 94 Hours Intersection Delay / Vehicle = 29 Seconds Total Intersection Stops = 3,714 Intersection Stops / Vehicle = 0.32 Total Intersection Travel Time = 244 Hours Total Vehicles = 11, , EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Movement 398 1, , Hourly Movement Flow Rate (vph) Phase 3 Refined MLT Intersection Analysis 39

58 Exhibit 4-13 PARKWAY-PARKWAY (MILE 6) INTERSECTION AGGREGATE DELAY AND STOPS PER VEHICLE BY TRAFFIC MOVEMENT FOR EACH INTERSECTION DESIGN TYPE (Uniform Capacity Volumes) Delay / Veh (sec) Parkway-Parkway (Mile 6) Intersection Aggregate Delay Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Uniform Capacity Volumes) Left-Turn Through Right-Turn Intersection Movement MLT MLT CFRT CFI SPUI Stops / Veh (sec) Parkway-Parkway (Mile 6) Intersection Aggregate Stops Per Vehicle by Traffic Movement for Each Intersection Design Type (MLT Uniform Capacity Volumes) Left-Turn Through Right-Turn Intersection Movement MLT MLT CFRT CFI SPUI Phase 3 Refined MLT Intersection Analysis 40

59 RIGHT-OF-WAY, ACCESS AND SAFETY CONSIDERATIONS FOR THE MLT/CFRT INTERSECTION Planning level estimates of the right-of-way (ROW) requirements for the MLT and CFI designs were provided in the Phase 1 and Phase 2 studies based on the ROW requirements indicated in the Maricopa County Department of Transportation Roadway Design Manual, Revised 2004 for an urban principal arterial. ROW estimates were based on the lane configurations at the major intersections. The estimates developed in the Phase 1 and Phase 2 studies indicated a ROW width of 225 feet with the MLT intersection design, and 201 feet for the CFI design. The MLT/CFRT design in this study assumed a single right-turn lane along the parkway at signalized intersections. While this assumption reduced the number of turn-lanes on the parkway at the major intersections, the total right-of-way required remained the same as the MLT design, which assumed dual right-turn lanes. This is because of the addition of a right-turn acceleration lane on the parkway associated with the CFRT lane. The total right-of-way at the major intersections would remain at approximately 225 feet. The application of a CFRT lane with the MLT design presents similar challenges for access to adjacent properties as with the CFI design. Allowing direct access to adjacent properties from the CFRT lanes or from the right-turn acceleration lane is not practical from a safety standpoint, but access may be accomplished through the use of a frontage road system that connects to the main roadway down stream of the end of the free flow right-turn lane (see Exhibit 4-14). Placement of the access point and design of the frontage road system would very much depend on the individual development plan for the adjacent property. An additional safety consideration in the design and use of an MLT/CFRT intersection design is associated with the prevention of access to the median U-turn from the upstream right-turn acceleration lane. This movement should be prevented to avoid a situation where right-turning vehicles attempt to weave across multiple lanes over a short distance to access the median U- turn. This is not an issue with the MLT intersection because the right-turn movement is controlled by a traffic signal and does not generally conflict with cross-street traffic. Phase 3 Refined MLT Intersection Analysis 41

60 Exhibit 4-14 AERIAL VIEW OF A CFI WITH FRONTAGE ROADS FOR ACCESS TO ADJACENT PROPERTIES Frontage road Frontage road Source: ABMB Engineers, Inc., Baton Rouge, LA. Reproduced with permission. Phase 3 Refined MLT Intersection Analysis 42

61 5. SUMMARY OF RESULTS AND CONCLUSIONS The following results and conclusions are based on the technical analysis conducted in this study. It should be noted that the results and conclusions based on the traffic simulation conducted for this study may be limited to the range of conditions applied and assumptions made in conducting the analysis, and cannot be generalized to all possible combinations of conditions. The inclusion of continuous flow right-turn lanes with the MLT intersection design provides a significant improvement in traffic operations over the MLT design, even when the CFRT lanes are only applied on two approaches of the intersection. This improvement in traffic operations is greatest when the CFRT lanes are used on all four intersection approaches where there are high volumes of left-turn and right-turn traffic. On an aggregate basis for the three intersections where the MLT/CFRT was simulated, the reduction in delay was 14 percent, stops 15 percent, and travel time 23 percent in comparison to the MLT intersection design. The MLT/CFRT intersection significantly improved traffic operations for both right-turns and left-turns in comparison to the MLT intersection. Where the CFRT lanes were only applied on two intersection approaches, the improvement in traffic operations was confined to the intersection approaches with the CFRT lanes. On aggregate for the three intersections tested, the MLT/CFRT reduced delay to leftturns by 15 percent and reduced delay to right-turns by 51 percent in comparison to the MLT design. The improvement in traffic operations of the MLT/CFRT in comparison to the MLT was greatest at the parkway-parkway intersection (21 percent reduction in delay for left-turns, and 72 percent reduction in delay for right-turns) where the CFRT lanes were employed on all four intersection approaches. At the parkway-major arterial intersection and the parkway-minor arterial intersection, where the CFRT lanes were employed on only two intersection approaches, the improvement in traffic operations in comparison to the MLT design was confined to the approaches with the CFRT lanes. On the approaches with the CFRT lanes, the reduction in delay per vehicle was between 11 and 17 percent for the left-turn movements, and between 38 and 43 for the right-turn movements. While the CFI design performed better than the MLT/CFRT on aggregate for the three intersections tested, the improvement in traffic operations was much less than that estimated in comparison to the MLT intersection. The CFI provided an 8 percent reduction in delay and a 15 percent reduction in stops compared to the MLT/CFRT intersection. On aggregate the MLT, MLT/CFRT and CFI intersections provided virtually the same levels of delay for the through movements at the three intersections tested. On aggregate the MLT/CFRT and the CFI designs provided virtually the same levels of delay for right-turns at the three intersections tested, which was approximately a 50 percent reduction in delay in comparison to the MLT design. While the MLT/CFRT design did provide a significant reduction in delay for left-turns in comparison to the MLT design, the CFI design provided the lowest levels of delay for the Phase 3 Refined MLT Intersection Analysis 43

62 left-turn movement, which was approximately 53 percent lower than that for the MLT/CFRT intersections on aggregate. The SPUI design provided the best overall traffic operations at the parkway-parkway intersection, which was primarily a result of the reduction in delay for the free-flow through movement at the intersection. The delay for the right-turns at the parkwayparkway intersection was lowest for the MLT/CFRT design, and the CFI performed nearly as well as the SPUI for the left-turn movement. While the addition of the CFRT lanes to the MLT design eliminated the advantage of the CFI for the right-turn movement and reduced the advantage of the CFI for the left-turn movement, the CFI still provided a significant advantage over the MLT/CFRT in terms of the traffic operations for left-turns. It should be noted that the delay estimates for leftturns through the MLT/CFRT intersection include an additional 20 seconds of travel time per vehicle associated with the additional travel distance for the U-turn maneuver. The MLT/CFRT design assumed a single right-turn lane along the parkway at signalized intersections. While this assumption reduced the number of turn-lanes on the parkway at the major intersections, the total right-of-way required remained the same as the MLT design, which assumed dual right-turn lanes. This is because of the addition of a rightturn acceleration lane on the parkway associated with the CFRT lane. The total right-ofway at the major intersections would remain at approximately 225 feet. The application of a CFRT lane with the MLT design presents similar challenges for access to adjacent properties as with the CFI design. Allowing direct access to adjacent properties from the CFRT lanes or from the right-turn acceleration lane is not practical from a safety standpoint, but access may be accomplished through the use of a frontage road system that connects to the main roadway down stream of the end of the free flow right-turn lane. Placement of the access point and design of the frontage road system would very much depend on the individual development plan for the adjacent property. An additional safety consideration in the design and use of an MLT/CFRT intersection is associated with the prevention of access to the median U-turn from the upstream rightturn acceleration lane. This movement should be prevented to avoid a situation where right-turning vehicles attempt to weave across multiple lanes over a short distance to access the median U-turn. This is not an issue with the MLT intersection because the right-turn movement is controlled by a traffic signal and does not generally conflict with cross-street traffic. Phase 3 Refined MLT Intersection Analysis 44

63

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SIMULATION AND ANALYSIS OF ARTERIAL TRAFFIC OPERATIONS ALONG THE US 61 CORRIDOR IN BURLINGTON, IOWA FINAL REPORT

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