Crash Data

Question: 21 When you enter traffic from a stopped position, always yield the right-of-way to_________.

Traffic and Hwy Ops provided a recommendation that ICE policy cannot be applied to this project since this is an existing project prior to the Sept. 2013 ICE implementation date. However, unofficially, the traffic volume on SR 29 would require multiple-lane roundabout and introduce concerns for merging and weaving movements. Built year unconstrained vehicle volumes are 8600 for the AM peak hour and 9100 for the PM peak hour. These numbers are based on the all movement which would drive through the intersection.

The project heads in a northeast direction beginning at the intersection with County Highway M (station 1+00) and ending at the designated end of project (station 78+69.31). A new horizontal and vertical alignment were designed based on a design speed of 55 mph and a superelevation rate of 6%. The calculated minimum radius for each of the three curves designed was 1065 feet. The new design for the roadway meets the maximum grade restriction of 5% for a rural arterial. The stopping sight distance requirements calculated

2. Lanes are just suggestions: Those solid yellow lines down the center of the street don’t mean anything! Drive on either side you prefer.

Intersection checks are utilized for timing movement signals, outlining channelization, arranging turn denials, figuring limit, investigating high crash convergences, and assessing clog

The geographic area examined in the traffic study should include as a minimum all regionally significant arterial system segments and intersections, including State highway facilities, where the project will add over 100 peak hour trips. State highway facilities that are experiencing noticeable delays should be analyzed in the scope of the traffic study for projects that add 50 to 100 peak hour

To avoid head on collisions and other potential accidents, ensure you follow the direction of the other cars.

The CalTrans Traffic Manual (11-96) defines a clear area as an area clear of fixed objects adjacent to the roadway is desirable to provide a recovery zone for vehicles that have left the traveled way. Since on very high speed highways a clear width of 9m will permit 80% of the vehicles leaving the highway to recover, it is, therefore considered the minimum clear recovery area for freeways and high-speed expressways. In this context, high-speed vehicle is a vehicle with more than 70km. For the normal highways 9m is not a practical distance hence it is reduced to 6m. Besides this, the other factors to consider are adjacent development, side slope, as traffic volume, weather, environmental factors and speed.

As the preceding Tables 5-8 depicted, five scenario factors were investigated. First, drivers at Path 1 have higher speed and low standard deviation of speed, standard deviation of lane deviation, and acceleration noise than other paths. Vehicles from the on-ramp before toll plaza (i.e., Paths 4 and 5), as shown in Figure 3 (a), have lower speed and higher dangerous behavior (i.e., standard deviation of speed, acceleration noise, and standard deviation of lane deviation) compared to Path 1 at all zones. It can be explained that vehicles from the on-ramp perform sudden lane changing maneuvers before and after the toll plaza. Additionally, vehicles from Path 3 which is driving through the express lanes to the off-ramp after the toll plaza have also lower speed and riskier behavior. This is because drivers are reducing vehicle’s speed to change lanes after the toll plaza. Furthermore, vehicles from Path 2 which is driving from mainline to cash toll payment and back to mainline have lower speed at and after the toll plaza, and riskier indicators at all zones due to speed variation and sudden lane changing before and after the toll plaza. Second, for signage, drivers who navigate in scenarios with Case 2 signage, which is adding the DMS sign at the on-ramp, removing the third overhead sign, and relocate the second overhead sign as shown in Figure 3 (b), exhibited lower speed variation after the on-ramp than drivers who perform scenarios of the base condition with the second and

I conduct traffic engineering studies to evaluate roadways and intersections on its performance with respect to operation and safety. The studies include capacity analysis on the existing condition along with alternatives considered and analyzing crash data. I consider alternative intersections, such as roundabouts and RCUTs, as part of my analysis. Based on study, I would provide recommendations for short-term and long-term improvements to the roadway. I have design minor road projects either adding a new lane or constructing a roundabout at an intersection. These projects are primarily geometric design but have included drainage and pavement design. I also conduct speed studies on highways, calculating the 85th percentile of free flow speeds.

The tailgaters, the slow drivers and the fast drivers can be classified into bad driver’s categories. There are different from types of bad drivers, determined by the level of their driving experience can be divided into three main groups according to their categories. We have several levels of bad drivers one category is the tailgaters when you’re in the passing lane and you’re passing, but the driver behind wants you to pass faster, so you’ve got a tailgater on your rear bumper. They tend to go passed your comfort zone. Which is very unsafe in case if you push on brakes to fast. The first group is the slow drivers they tend to linger in the left one of multi lane roads, you may be focusing passing the car and it may result a collision because

For this week’s assignment we were to find 2-3 sources for our research paper from the UoPeople library and perform a literature review for each. My paper will focus on the practice of lane splitting and lane filtering by motorcycles. Lane splitting is the practice of motorcyclists riding in between stopped or slow moving traffic. Lane filtering is the practice of riding in between stopped vehicles to ‘get to the front of the line’. Filtering is usually practiced at red lights.

To accomplish such a problem, one must know the average capacity that can fit on Church street. Therefore, using google maps software, the included scale within the program, the destination length between Gould Street and Dundas could be found, and lastly the average length of a standard sedan could be found on the internet. These are required to give a rough estimation to how many cares may build up within the queue waiting to be served by the green light. This value was calculated to be 35 cars as a maximum capacity the system can hold/adjust to. Given that a car is relatively 4.8 m long, including a meter of space between each car (5.8 m from front to back), acting as a buffer space, this means that not every car is bumper to bumper, there is space between each car acting as a buffer in order to stop and go safely. This amounts to an average of 35 cars in the queue can be waiting in order for the light to be green. Thus, begs the question, will all the cars in that large queue leave? Most likely not, therefore our probabilities that the system is at the end state (state 32), would be close to zero based on calculations and common

According to with traffic laws this is wrong bit in deontologist theory should be the best way to follow. With a consequentiality theory driving on this side of the road could be dangerous because no rule or law is absolute and everyone must

Other aspects which could influence the decision making of drivers like habits or the fact that the consumption of fuel varies extremely with the speed and the number of cars which can cause stop and go driving was disregarded.