Journal of the Transportation Research Board

TRANSPORTATION RESEARCH RECORD

NO.

1737

Geometric Design and

Effects on Traffic Operations
2000
Highway and Facility Design
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CONTENTS
Foreword

Kinematic Approach to Horizontal Curve Transition Design

James A. Bonneson

Evaluating Horizontal Alignment Design Consistency of Two-Lane Rural Highways:

Development of New Procedure
John McFadden and Lily Elefteriadou

Analyzing Influence of Geometric Design on Operating Speeds Along Low-Speed Urban Streets:
Mixed-Model Approach
Christopher M. Poe and John M. Mason, Jr.

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

Mohammed S. Tarawneh

Benefits of Split Intersections

Joe G. Bared and Evangelos I. Kaisar

Speed-Profile Model for Two-Lane Rural Highways

Kay Fitzpatrick and Jon M. Collins

Predicting Operating Speeds on Tangent Sections of Two-Lane Rural Highways

Abishai Polus, Kay Fitzpatrick, and Daniel B. Fambro

Acceleration Characteristics of Starting Vehicles

Gary Long

Effects of Horizontal Curvature on Driver Visual Demand

Mark D. Wooldridge, Kay Fitzpatrick, Rodger Koppa, and Karin Bauer

Effects of Right-Turn Lanes on Driveway Sight Distance

George R. Zeidan and Patrick T. McCoy

Turn Lane Storage Length Design: Theory for the Practitioner

J. L. Gattis

Design of Roundabouts in France: Historical Context and State of the Art

May-Jeanne Thai Van and Pascal Balmefrezol

Transportation Research Record 1737

ISSN 0361-1981
ISBN 0-309-06740-5
Subscriber Category
IIA highway and facility design
Printed in the United States of America
Sponsorship of Transportation Research Record 1737
GROUP 2DESIGN AND CONSTRUCTION OF TRANSPORTATION FACILITIES
Raymond K. Moore, University of Nebraska at Lincoln (Chairman)
General Design Section
Lawrence J. Harrison, CH2M HILL (Chairman)
Committee on Geometric Design
Elizabeth Hilton, Texas Department of Transportation (Chairman), Don T. Arkle, Robert J. Behar, Milton S. E. Carrasco,
Michael M. Christensen, Donald E. Cleveland, John C. Collings, Robert Della Vedova, Said M. Easa, Dennis A. Grylicki,
David S. Johnson, Joel P. Leisch, Angel (Andy) Martinez, John M. Mason, Jr., John R. McLean, Timothy R. Neuman,
John J. Nitzel, Abishai Polus, Brian L. Ray, John L. Sanford, Seppo I. Sillan, Nikiforos Stamatiadis, Larry Francis
Sutherland, Matthew B. Tondl, Keith M. Wolhuter

GROUP 3OPERATION, SAFETY, AND MAINTENANCE OF TRANSPORTATION FACILITIES

Alison Smiley, Human Factors North, Inc. (Chairman)
Facilities and Operations Section
Jonathan Upchurch, University of Massachusetts (Chairman)
Committee on Operational Effects of Geometrics
Transportation Research Board Staff
Richard A. Cunard, Engineer of Traffic and Operations
Robert Hilterbrand, Senior Program Assistant
Sponsorship is indicated by a footnote at the end of each paper. The organizational units, officers, and members are as of
December 31, 1999.

FOREWORD
The papers contained in this volume were among those presented at the 79th Annual Meeting of the Transportation Research
Board in January 2000. Nearly 1,600 papers were submitted by authors; more than 1,000 were presented at the meeting; and
approximately 600 were accepted for publication in the 2000 Transportation Research Record series. The published papers will
also be issued on CD-ROM, which will be available for purchase in late 2000. It should be noted that the preprint CD-ROM
distributed at the 2000 meeting contains unedited, draft versions of presented papers, whereas the papers published in the
2000 Records include author revisions made in response to review comments.
Starting with the 1999 volumes, the title of the Record series has included Journal of the Transportation Research Board to
reflect more accurately the nature of this publication series and the peer-review process conducted in the acceptance of papers
for publication. Each paper published in this volume was peer reviewed by the sponsoring committee acknowledged at the end
of the text; members of the sponsoring committees for the papers in this volume are identified on page ii. Additional information about the Transportation Research Record series and the peer-review process can be found on the inside front cover. The
Transportation Research Board appreciates the interest shown by authors in offering their papers and looks forward to future
submissions.

Kinematic Approach to
Horizontal Curve Transition Design
James A. Bonneson
Texas Transportation Institute, Texas A&M University, 3135 TAMU, College Station, TX 77843-3135.

FULL
TEXT

Research has shown that vehicles shift laterally in the traffic lane during their entry to (or exit from) a
horizontal curve. In addition, research indicates that most drivers momentarily adopt a path radius that
is sharper than that of the roadway curve. A study was undertaken to investigate the causes of lateral
shift and sharp path radii and to determine if they can be minimized (or eliminated) by modifying
the horizontal curve transition design. From a review of the drivervehicle control process, it was
concluded that lane shift is due to unbalanced lateral accelerations that act on the vehicle as it enters the
curve. These accelerations result from gravity, as effected through roadway superelevation, and side
friction, caused by the steer angle of the vehicle. Kinematic models of lateral acceleration, velocity, and
shift were developed. The calibrated models were used to develop design guidelines for superelevation
rate and superelevation runoff location.

Evaluating Horizontal Alignment Design

Consistency of Two-Lane Rural Highways
Development of New Procedure
John McFadden and Lily Elefteriadou
J. McFadden, Department of Civil Engineering, University of Alabama, Box 870205, Tuscaloosa, AL 35487-0205.
L. Elefteriadou, Department of Civil Engineering, Pennsylvania State University, 201 Transportation Research Building,
University Park, PA 16802.

FULL
TEXT

Design consistency refers to the condition wherein the roadway geometry does not violate driver
expectations. Operating-speed profile models are used to evaluate the consistency of a design by
identifying locations with large speed variability between successive design elements. There is a direct
correlation between safety and variability in speeds. Recent operating-speed models predict the 85th
percentile speeds on horizontal curves and compare this value with the expected 85th percentile speed on
the approach tangent. There is a direct correlation between speed variability between successive design
elements and crash rates. Eighty-fifth percentile speeds, however, do not necessarily represent the speed
reductions experienced by drivers. The primary objective of the research was to assess the efficacy of the
use of 85th percentile speed by operating-speed profile models to evaluate the consistency of a design.
Speed data were collected at 21 horizontal curve sites. These data were used to evaluate the implication
of using 85th percentile speed for evaluating design consistency. A new parameter was investigated for
analyzing design consistency: the 85th percentile maximum reduction in speed (85MSR). This parameter
is calculated by using each drivers speed profile from an approach tangent through a horizontal curve
and determining the maximum speed reduction each driver experiences. These maximum speed
reductions are sorted, and the 85th percentile value becomes the statistic of interest, or 85MSR. 85MSR
was compared with the difference in 85th percentile speeds (85S), and it was found that 85MSR is
significantly larger than 85S. The data showed that, on average, 85MSR is approximately two times
larger than 85S. Models were developed that predict 85MSR as a function of geometric design elements,
and these models could be used to complement existing operating-speed models.

Analyzing Influence of Geometric Design on

Operating Speeds Along
Low-Speed Urban Streets
Mixed-Model Approach
Christopher M. Poe and John M. Mason, Jr.
C. M. Poe, PB Farradyne, 2777 Stemmons Freeway, Suite 1333, Dallas, TX 75207. J. M. Mason, Jr., Graduate Studies and
Research, Pennsylvania State University, University Park, PA 16802.

FULL
TEXT

Studies have documented the significant effect of horizontal curvature on operating speed on two-lane
rural highways. The geometric design of these facilities emphasizes the forgiving roadside to
accommodate the higher vehicular speeds. High-speed geometric design is predicated on selecting
design values for geometric elements that promote speed consistency and safety. The low-speed
environment has different objectives in trying to provide access and accommodate multiple roadway
users, such as bicyclists and pedestrians. The goal is to maintain lower speeds and thus to achieve the
functionality of the roadway and improve overall safety. Too often, the speeds on these facilities exceed
the intended target speed of the roadway. A study conducted by the Pennsylvania Transportation
Institute supported several research efforts in the low-speed environment. Presented is a more
sophisticated analysis of low-speed urban street data using mixed models. A mixed-model statistical
approach with repeated measures is used to analyze the influence of geometric elements on operating
speed. The power of a mixed-model approach is that it accounts for the random effect in the database
(such as the data collection sites themselves) while modeling the fixed geometric effects. Because data
were collected at several points along each roadway, the analysis also applies a repeated-measures
approach that addresses the geometric elements effect on the same subjects traversing a roadway. The
advantages and disadvantages of applying a more sophisticated statistical approach are presented.

Utilization of Auxiliary Through Lanes at

Intersections of Four-Lane,
Two-Way Roadways
Mohammed S. Tarawneh
Department of Civil Engineering, University of Jordan, Shmeisani, P.O. Box 926269, Amman 11110, Jordan.

FULL
TEXT

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

Benefits of Split Intersections

Joe G. Bared and Evangelos I. Kaisar
J. G. Bared, Turner-Fairbank Highway Research Center, FHWA, 6300 Georgetown Pike, McLean, VA 22101-2296.
E. I. Kaisar, Department of Civil and Environmental Engineering, University of Maryland, College Park, MD 20742.

FULL
TEXT

As urban and suburban intersections become more congested, a likely remedy for recurring traffic
jams is grade separation in the form of diamond or tight diamond interchanges. A more economical
intersection configuration to relieve congestion has been built overseas. The major highway is separated
into two-directional, one-way roads comparable to an at-grade diamond junction known as the split
intersection. The split intersection facilitates smoother flows with less driver delay, mainly by reducing
the number of required signal phases from four to three. The success of converting to the split
intersection has been analyzed by using deterministic methods that showed increased capacity and
noticeable reduction in delay. The analysis methodology relies on a microsimulation technique to
predicate previous claims and provide economic benefits. Comparisons of vehicular delay between the
single and the split intersection revealed substantial savings in travel delay, particularly for higher
entering volumes and higher left-turning movements. The findings provide guidance to planners and
designers on the expected benefits of converting a four-lane by four-lane single intersection to the split
intersection.

Speed-Profile Model for

Two-Lane Rural Highways
Kay Fitzpatrick and Jon M. Collins
K. Fitzpatrick, Texas Transportation Institute, College Station, TX 77843-3135. J. M. Collins, Kimley Horn and Associates,
517 Fourth Avenue, Suite 301, San Diego, CA 92101.

FULL
TEXT

Design consistency refers to highway geometrys conformance with driver expectancy. Generally,
drivers make fewer errors at geometric features that conform with their expectations. A proposed
method for evaluating design consistency is to predict the speed along an alignment by using a speedprofile model. A speed-profile model was developed by using the following: speed prediction equations
that calculate the expected speed at horizontal, vertical, or combination curves; assumed desired speed
for the roadway; TWOPAS equations that determine the performance-limited speeds at every point;
acceleration and deceleration rates; and several documented assumptions. The speed-profile model can
be used to evaluate the design consistency of a facility or to generate a speed profile along an alignment.
In conclusion, the speed-profile model developed appears to provide a suitable basis for the Interactive
Highway Safety Design Model design consistency module.

Predicting Operating Speeds on Tangent

Sections of Two-Lane Rural Highways
Abishai Polus, Kay Fitzpatrick, and Daniel B. Fambro*
*Deceased. A. Polus, Department of Civil Engineering and Transportation Research Institute, TechnionIsrael Institute of
Technology, Haifa 3200, Israel. K. Fitzpatrick, Texas Transportation Institute, Texas A&M University, College Station,
TX 77843-3135. D. B. Fambro, Department of Civil Engineering, Texas A&M University, College Station, TX 77843-3135.

FULL
TEXT

Prediction and estimation of speeds on two-lane rural highways are of enormous significance to
planners and designers. Estimation of speeds on curves may be easier than prediction of speeds on
tangent sections because of the strong correlation of speeds with a few defined and limiting variables,
such as curvature, superelevation, and the side-friction coefficients between road surface and tires. On
tangent sections, however, the speed of vehicles is dependent on a wide array of roadway characteristics,
such as the length of the tangent section, the radius of the curve before and after the section, crosssection elements, vertical alignment, general terrain, and available sight distance. Few studies have
dealt with this issue because a considerable database is necessary to identify any significant trends and
substantial modeling effort is required. Research analyzed the variability of the operating speeds on
162 tangent sections of two-lane rural highways, and models were developed for prediction of operating
speed based on the geometric characteristics available. A one-model approach was used initially.
Because of the low R2 values, a family of models was developed that better predicted operating speeds.

Acceleration Characteristics of
Starting Vehicles
Gary Long
Department of Civil Engineering, University of Florida, P.O. Box 116580, Gainesville, FL 32611-6580.

FULL
TEXT

Acceleration characteristics of starting vehicles are needed for many transportation analysis and design
purposes involving driveways, turning bays, intersecting streets, traffic signals, railroad crossings,
simulation software, and so forth. Constant acceleration is sometimes assumed, or AASHTO Green
Book values based on piecewise-constant accelerations are sometimes adopted. However, continuing
research has shown that linearly decreasing acceleration rates better represent both maximum vehicle
acceleration capabilities and actual motorist behavior. It is not acceleration that usually is constant
during speed changes; it is the rate of change in acceleration. The evolution of AASHTO acceleration
values for design is traced, and the literature is reviewed for pertinent field observations. Linearly
decreasing acceleration (and some deceleration) model parameters are calibrated for various sets of
observational and design data. Despite published results from thousands of field measurements, the
values selected for design were found to be based mostly on vehicle performance capabilities, with
conjecture about how many of these capabilities are normally used by drivers. Design accelerations
were found to deviate substantially from observed accelerations. At the start of motion, observed
accelerations were about 15 percent faster for passenger cars and 45 percent faster for SU (single unit)
trucks than design accelerations. As speed increased, observed accelerations dropped three to four
times faster than design accelerations for these vehicles. Observed accelerations for WB-15 trucks
began 40 percent to 75 percent slower than design accelerations, and they were considerably slower
than the values in the Green Book for trucks at railroad crossings. Voids in the available information
base are identified. Linearly decreasing design acceleration rates for motorists operating different
classes of vehicles in different design situations are recommended, and revisions for Green Book
parameters and charts are suggested. The recommended acceleration model greatly simplifies
acceleration parameters but implies using different acceleration relationships for different design
speeds instead of one for all.

Effects of Horizontal Curvature on

Driver Visual Demand
Mark D. Wooldridge, Kay Fitzpatrick, Rodger Koppa, and Karin Bauer
M. D. Wooldridge, K. Fitzpatrick, and R. Koppa, Texas Transportation Institute, College Station, TX 77843-3135.
K. Bauer, Midwest Research Institute, 405 Volker Boulevard, Kansas City, MO 64110-2299.

FULL
TEXT

A consistent design allows drivers to perform safely the task of driving, allowing attention or capacity
to be dedicated to obstacle avoidance and navigation. A measure of the consistency of a design is the
amount of visual information needed by a driver to maintain an acceptable path on the roadway. Vision
occlusion is a technique that measures driver visual demand on a roadway. It allows a more direct
evaluation of the effects of various geometric elements on the driver. Studies of the effects of variations
of curve radius, deflection angle, spacing, and sequences revealed several relationships between
roadway geometry and visual demand. Curve radius and its reciprocal were found to be significantly
related to visual demand in both on-road and test track studies. Small changes in visual demand were
also found between types of curve pairs (S and broken back) with differing spacing between the curves.
Visual demand was found to be a promising measure of effectiveness for use in studies of design
consistency.

Effects of Right-Turn Lanes on

Driveway Sight Distance
George R. Zeidan and Patrick T. McCoy
Department of Civil Engineering, W348 Nebraska Hall, University of NebraskaLincoln, Lincoln, NE 68588-0531.

FULL
TEXT

Vehicles entering a driveway from an exclusive right-turn lane may restrict the sight distance available
to vehicles waiting to enter the arterial street from the driveway. The sight distance available to the
vehicles waiting at a driveway is a function of the geometric design of the driveway and the right-turn
lane. The relationship between available sight distance and the relevant geometric design variables is
examined. The analysis identifies geometries that provide adequate sight distances for various design
speeds.

Turn Lane Storage Length Design

Theory for the Practitioner
J. L. Gattis
Mack-Blackwell Transportation Center, 4190 Bell Engineering Center, University of Arkansas, Fayetteville, AR 72701.

FULL
TEXT

Transportation engineers use statistical distributions to determine the needed storage lengths of
auxiliary left- and right-turn lanes. The theory behind the common design approach is reviewed.
Field data are used to show shortcomings with the common design approach, and other storage length
design perspectives and trade-offs are discussed. With this information, design engineers can better
understand the relative strengths of various approaches and be more comfortable with a degree of
flexibility in turn-lane storage length design.

Design of Roundabouts in France

Historical Context and State of the Art
May-Jeanne Thai Van and Pascal Balmefrezol
Centre dtudes sur les Rseaux, les Transports, lUrbanisme et les Constructions Publiques, Dpartement Scurit, Voirie,
space Public, 9 Rue Juliette Rcamier, 69456 Lyon Cedex 06, France.

FULL
TEXT

First appearing in the French highway code in 1983, roundabouts have multiplied greatly throughout
France, to the currently estimated 17,000. The success of roundabouts is explained, first, by the ideal
safety conditions that this type of intersection presents and, second, by the advantages roundabouts
provide in speed reduction, suitability to traffic, and break effect. The growth of roundabouts in recent
years has allowed better understanding of this type of layout and has enabled all uses to be tested. The
rules for designing and sizing have developed to favor the construction of roundabouts that are smaller
and thus easier to fit into the urban environment. Vulnerable users (pedestrians and cyclists) are
catered to better. New configurations are appearing that combine traffic lights and roundabouts, and
these should be investigated in depth. Furthermore, it appears that the roundabout is subject to fashion
and that many changes are planned to the roundaboutforgetting that it is not always the best solution.
Also, it is important to remind designers and architects of the conditions under which the roundabout
actually is an adequate solution for the site in question.