Restricted Crossing U-Turn (RCUT) Intersection Concept, Case Studies, and Design Guide ITE Midwest Annual Meeting June 30, 2015 Branson, MO

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1 Restricted Crossing U-Turn (RCUT) Intersection Concept, Case Studies, and Design Guide 2015 ITE Midwest Annual Meeting June 30, 2015 Branson, MO Wei Zhang, Ph.D., P.E. Program Manager, Intersection Safety R&D HRDS-10, Office of Safety R&D TFHRC Tel: (202)

2 Presentation Outline Introduction of RCUT intersection design Concept Function Classification Case studies of select rural RCUTs Balancing cost and safety in RCUT design Signalized RCUTs, condition for use Summary and discussions Q & A

3 RCUT Concept Credit: Bolton & Menk, Inc RCUT at US 212 & MN 284/CR 53, Cologne, MN

4 RCUT Function - Safety 4

5 About RCUT Also known as J-Turn, Superstreet, Reduced Conflict intersections, etc. It was conceived by Richard Kramer of Alabama in 1987 and later implemented in LA, MD, MN, MO, NC, and WI, etc. Currently, there are over 50 RCUT implementations in the U.S. It is one of the alternative intersection designs heavily promoted by FHWA under Every Day Count 2 (EDC2) initiative Intersection and Interchange Geometrics between 2012 and

6 RCUT Classifications Un-signalized (Rural) RCUT Without right-turn acceleration lane With right-turn acceleration lane Signalized RCUT 6

7 RCUT W/O Right-Turn Acceleration Lane US 212 & Mn 284/CR 53, MN Credit: Bolton & Menk, Inc

8 Example of RCUT Intersection Layout RCUT with Right-Turn Acceleration Lane US-15 & Old Frederick Rd, Frederick, MD 8

9 Signalized RCUT FHWA RCUT Informational Guide, Exhibit 1-1 9

10 Un-signalized RCUT Reduce and relocate conflict points Allow drivers to deal with one conflict a time Need of right-turn acceleration lane depends on major road traffic volume and speed U-Turn offset about 1,000 ft to 3,000 ft

11 Signalized RCUT Signal control to allow minor road right-turn Can allow or prohibit major road left-turn at the main intersection 2-phase operation in each direction of travel, good for ped. U-Turn offset 250 ft to 500 ft

12 Median(Michigan) U-turn is Not RCUT

13 HWY 169 and Co Rd 3, Belle Plaine, MN After # Crashes: Total Right Angle 13

14 US 212 & MN 284/CR 53, Cologne, MN 6 fatal and 1 major injury crashes from 2001 to 2010, No severe injury crash since converted into RCUT Credit: Bolton & Menk, Inc 14

15 MnDOT RCUT Deployment Plan Constructed RCI Planned RCI TH 52 and CO 9 on TV Credit: William Stein 15

16 RCUTs in Maryland US 15 US 301

17 Crash Data and Design of Existing RCUT in Maryland Locations Total No. of Crashes (Fatal / Injury) AADT Before After % (Major) Reduction Speed (mph) U-Turn Location (ft) Presence of Acc/Dec Lanes US Old Frederick Rd 22 (1 / 21) 17 (1 / 16) 23% 21, / 2500 Yes (500 ) US College Ln 28 (0 / 28) 5 (0 / 5) 82% 21, / 3000 Yes (650 ) US Sundays Ln 12 (0 / 12) 9 (0 / 9) 25% 33, Yes (500 ) Biggs Ford Rd 47 (1/46) 11 (1 / 10) 77% 33, Yes (500 ) Willow Rd 23 (1/22) 22 (0 / 22) 4% 44, Yes (500 ) Hayward Rd 42 (1/41) 59 (0 / 59) +40% 41, Yes (1200 ) Locations Total No. of Crashes (Fatal / Injury) AADT Before After % (Major) (3-year) (3-year) Reduction Speed (mph) U-Turn Location (ft) Presence and Length of Accel Lanes (ft) US Galena Rd (MD 313) 21 (0 / 21) 2 (1 / 1) 90% 8, / 1500 Yes (250 ) US Main St (MD 18C) 3 (1 / 2) 3 (0 / 3) 0% 27, Yes (500 ) US Del Rhodes Ave (MD 456) 10 (1 / 9) 0 (0 / 0) 100% 27, / 1500 Yes (300 ) US Sudlersville Rd (MD 300) 10 (0 / 10) 2 (0 / 2) 80% 10, / 1500 Yes (250 ) US McGinnes Rd (MD 544) 3 (0 / 3) 0 (0 / 0) 100% 10, / 1500 Yes (300 ) US Ruthsburg Rd (MD 304) 9 (1 / 8) 0 (0 / 0) * 100% 19, ,600 Yes (300 ) * Based on 17-month after period

18 US Old Hayward Rd, Frederick, MD

19 Competing Designs Grade separation Delivers mobility and safety Avg $12 million in rural area Signal Penalize major road traffic May not improve safety on highway road costs $400 K to $750 K RCUT Preserve major road capacity and increase minor road capacity Effective in reducing fatal/injury crashes Minor road traffic TH/LT re-routed extra distance for their own safety Avg $600 K, comparable to traffic signal

20 Cost Benefit Assessment When Selecting Improvement Designs Interchange costs 20 times more than RCUT and takes about 12 times more land Traffic signal may not solve the safety problem at high speed intersections For arterial roads with ADT up to 35,000, the safety benefit of RCUT is comparable to grade separation, but RCUT costs less than 10% of grade separation Many special access needs (farm vehicles and ped/bike) can be addressed with RCUT design if considered early on

21 Rural RCUT Geometric Design Rural RCUT promises very high safety return on investment Both design philosophies for rural RCUT are effective safety solutions under suitable traffic condition, but they require very different U-turn offset distances. 21

22 Crash Frequency Total Crashes 22

23 Crash Frequency Fatal & Injury Crashes 23

24 How the Crash Frequency Charts Were Derived Traffic and site characteristics of the 35 RCUTs Major road AADT: 5,900 to 44,856 vpd Minor road AADT: 434 to 5,000 vpd Ratio of Minor road AADT/Intersection AADT: 2% to 44% (less than 10% when major road AADT exceed 20,000 vpd) U-turn offsets for RCUTs w/o RT acceleration lane: 800 ft to 1,800 ft U-turn offsets for RCUTs w RT acceleration lane: 2,000 ft to 3,000 ft The charts were produced using representative major and minor road AADT combinations. Charts can be used for estimating crash frequencies of existing rural RCUTs or setting the desired range of U-turn offset for planned new RCUTs to achieve certain safety results. 24

25 Signalized RCUT - Applications Corridor application to improve arterial throughput Installed next to DDI or SPUI to better utilize the capacity potential of the high capacity interchange designs Under special conditions, may be used to tackle safety and operational problems 25

26 IL-13 and Camberia 26

27 Travel Demand at US-15 and Cambria Rd Total EB WB SB NB 12-hr Volume (Major Road) 24,728 veh 12-hr Volume (Minor Road) 2,040 veh (7.6% of total traffic)

28 Design Hourly Turning Movement Counts Current Year 2011 AM Peak Hour Factor = 0.77 Current Year 2011 PM Peak Hour Factor = Cambria Rd 145 Cambria Rd US US Haven Ln Haven Ln

29 Design Hourly Turning Movement Counts Design Year 2030 AM Growth Rate = 2.2% per year for 20 years Design Year 2030 PM Growth Rate = 2.2% per year for 20 years 571 Cambria Rd 225 Cambria Rd US US Haven Ln Haven Ln

30 Capacity Analysis Year Period Movement Minor-Road Volume (vph) Conflicting Volume Near- / Far-side (vph) Capacity (vph) 2011 AM SB / LT&TH 84 1,363 / 1, PM SB / LT&TH 32 1,247 / 1, AM SB / LT&TH 130 2,100 / 1, PM SB / LT&TH 50 1,934 / 2, v/c

31 2030 AM STOP (NO-BUILD) SIGNAL (PRE-TIMED 170-sec cycle) SIGNAL (ACTUATED) RCUT (PRE-TIMED) RCUT (ACTUATED) Movement Queue Length Avg / Max (ft) Throughput (vph) Travel Time (sec) Approach Delay and LOS EB LT 169 / > 150 (F) EB TH 0 / (A) WB TH 0 / (A) SB LT > > 500 (F) EB LT 57 / (E) EB TH 22 / (A) WB TH 125 / (B) SB LT 52 / (E) EB LT 30 / (D) EB TH 47 / (B) WB TH 64 / (B) SB LT 31 / (D) EB - LT 34 / (D) EB TH 39 / (A) WB - TH 21 / (A) SB LT 31 / (D) SB LT (UT) 14 / (B) EB - LT 8 / (B) EB TH 6 / (A) WB - TH 10 / (A) SB LT 8 / (B) SB LT (UT) 8 / (B) Intersection Delay and LOS v/c > 1.0 (F) 16.1 (B) 13.8 (B) 9.8 (A) 4.6 (A)

32 2030 PM STOP (NO-BUILD) SIGNAL (PRE-TIMED 170-sec cycle) SIGNAL (ACTUATED) RCUT (PRE-TIMED) RCUT (ACTUATED) Movement Queue Length Avg / Max (ft) Throughput (vph) Travel Time (sec) Approach Delay and LOS EB LT > > 500 (F) EB TH 0 / (A) WB TH 0 / (A) SB LT 1000 NO GAP 0 > 500 (F) EB LT 154 / (E) EB TH 72 / (A) WB TH 206 / (C) SB LT 17 / (E) EB LT 253 / (F) EB TH 132 / (B) WB TH 48 / (B) SB LT 13 / (D) EB - LT 59 / (C) EB TH 138 / (B) WB - TH 42 / (B) SB LT 5 / (C) SB LT (UT) 10 / (D) EB - LT 24 / (B) EB TH 6 / (A) WB - TH 14 / (A) SB LT 2 / (A) SB LT (UT) 3 / (B) Intersection Delay and LOS v/c > 1.0 (F) 20.6 (C) 19.9 (B) 12.1 (B) 5.0 (A)

33 Conclusions At grade intersection improvement designs involve: re-prioritizing/re-routing of traffic movements elimination/relocation of traffic conflicts improvement of the overall intersection MOE usually some sacrifice of certain users. RCUT design improves safety by eliminating far side conflicts and relocating near side conflicts. RCUT design can increase minor road capacity while maintaining the capacity and LOS of major road Proper location of the median U-Turn opening is key in balancing mobility, safety, and cost

34 Conclusions - Continue Signalized RCUTs are known to be effective in improving corridor throughputs good choice for congested intersections next to DDI Suitable under constrained ROW condition for solving safety and operational problems 34

35 Questions? Wei Zhang, Ph.D. PE Intersection R&D Program Manager Federal Highway Administration Turner Fairbank Highway Research Center 6300 Georgetown Pike, McLean, VA

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