What Is The Deceleration Lane – Roads to greener pastures: research opportunities for integrating life cycle assessment and sustainable business process management based on a systematic review of the higher education literature.
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What Is The Deceleration Lane
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Roadway Design Manual: Freeways
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Received: 5 July 2022 / Revised: 20 August 2022 / Accepted: 31 August 2022 / Published: 6 September 2022
Roadway Design Manual: Urban Streets
Acceleration and deceleration parameters are important reference parameters for road design in terms of traffic safety. The purpose of the acceleration and deceleration systems is to reduce the speed difference between the main line and the ramp to reduce rear collisions. Thus, in the operational aspects of traffic safety and traffic flow, the length of acceleration and deceleration routes should be long. In addition, the slightest acceleration or deceleration of the length of the path can cause it to hesitate to connect new devices along the way. Despite their importance, acceleration and deceleration have not been revised for decades. In this study, we analyze digital tachograph data of vehicles stopped at red light intersections and obtain acceleration and deceleration rates that reflect recent vehicle performance and driver behavior. Finally, we propose a new corner opening distance to safely merge the new lane near signalized intersections in urban and rural areas from our acceleration and deceleration rates.
The speed of acceleration and deceleration of the vehicle are the main parameters in determining the length of the acceleration or deceleration path and the distance to clear the corner of the intersection or interchange. The purpose of the acceleration and deceleration systems is to reduce the speed difference between the main line and the ramp to reduce rear collisions. AASHTO [1] recommended that the combined speed be within 10 km/h less than the operating speed of the main line. According to Lee [2], when the speed of the connection is 20 km / h or less than the operating speed of the main line, the total delay increases more than five times. In addition, regulations regarding the distance of the corner from the intersection or interchanges require sufficient compensation to reduce the conflict between the vehicles speeding or descending from the intersection and entering the vehicles. Thus, in the operational aspects of traffic safety and traffic flow, the length of acceleration and deceleration routes should be long. In addition, the slightest acceleration or deceleration of the length of the path can cause it to hesitate to connect new devices along the way. When there is limited space in urban areas, this results in a dramatic increase in the cost of road construction. Despite their importance, acceleration and deceleration have not been revised for decades. It is argued that the acceleration and deceleration rates should be changed to reflect the newly improved performance of the vehicle. Another assumption is that the acceleration and deceleration reference values should be normal and not the performance of the vehicle’s engine.
In this study, we analyze digital tachograph (DTG) data and find acceleration and deceleration dynamics that reflect recent vehicle performance and driver behavior. Unlike continuous traffic, vehicles suffer from stopping and moving in parallel areas due to the different speed and deceleration performance between the types of vehicles. Vehicles approach a signalized intersection while slowing down at red lights and speeding up after the lights change to green [3, 4]. These acceleration or deceleration behaviors vary depending on the vehicle composition and driver characteristics [5, 6]. Therefore, this study analyzes different types of DTG data for vehicles stopped at a red light intersection to show the driver’s preferred behavior when accelerating and decelerating. Finally, we recommend the distance to open the corner of the intersection with signs that indicate the speed of acceleration and deceleration.
South Korea’s road construction regulations and utility standards provide guidelines for the main line and design of ramps, such as acceleration or deceleration ramps. According to MOLIT [7], most vehicles approaching the deceleration lane move faster than the free movement speed of the main line. Korean road standards consider 1.96 m/s
Lec 07 Highway Engineering
, which is 20% of the acceleration of gravity; drivers tend to slow down at a leisurely pace [7]. The minimum length of the expressway is determined by the required traffic volume. In the Korean regulation, the performance of the vehicle is based on a truck of 13-ps / tonne, which shows the composition of the truck of the top car. In standard terrain, the vehicle’s climbing speed is calculated using equation (1) and the average speed of travel is shown in Table 1.
), W: vehicle weight (14,000 kg), BHP: engine power (PS), BHP / W = 0.013 (PS / kg), V: free travel speed ( km/h).
Based on the Korean rules, the minimum length of the acceleration and deceleration distance on level ground is calculated using Equation (2), and the calculated values are shown in Table 2.
American standards are similar to Korean standards. According to ASSHTO [1], about two-thirds of drivers enter deceleration rates above 2.0 m/s
Roadway Design Manual: Multi Lane Rural Highways
Coming to the stop line. The length of the reduction path in ASSHTO [1] is estimated based on such reduction rates. For the expressway, they consider the junction speed to be within 10 km/h of the operating speed of the main line. The ASSHTO guide [1] can be seen that the speed and size reduction methods depend on the speed of the design. The minimum length of acceleration and deceleration roads in standard terrain are shown in Table 3. The calculation method is basically the same as in Korea.
South Korea’s Road Access Control Laws prohibit entry from a grade intersection to a corner departure distance [8]. The restricted access area and the corner opening distance are shown in Figure 1 and Table 4. The corner opening distance in the access area is determined from the stop line and the travel area is determined from the exit of the intersection geometry. The distance to open the corner and the design speed of the road varies depending on the urban or rural areas (Table 4).
In the US, the minimum distance to reach the road is called corner clearance. The concept of corner spacing is the space gap between the intersection and the nearest access link, as in Figure 2 [9, 10]. Filter type A and C are deceleration points, and type B and D are acceleration points. The clearance distance, such as type A, should be longer than the sum of the reaction time distance, the deceleration distance and the linear distance. The clearance distance below, like type B, includes the vertical distance [10].
There are various studies on the speed and behavior of reducing traffic [5, 11, 12, 13, 14, 15, 16, 17, 18, 19, 20, 21, 22, 23, 24]. A recent study [5] found that the acceleration rate increases gradually from the lowest to the highest depending on the initial speed of the vehicle. This phenomenon is seen in all types of vehicles, except trucks. The maximum speed of each type of vehicle was 1.0 m/s
Roadway Design Manual: Two Lane Rural Highways
In a gasoline car, respectively. Wang et al. [23] show a similar rate of acceleration to Bokare and Maurya [5], and other studies [12, 15] report lower values. Bokare and Maurya [5] propose a negative acceleration model for trucks, diesel cars and petrol cars. In the deceleration maneuver, the maximum deceleration values vary depending on the types of vehicles such as trucks and passenger cars. Bokare and Maurya [5] proposed a polynomial retardation model. However, the constant acceleration or deceleration model is easy to adapt to the design of the road [22].
The acceleration and deceleration behavior at intersections depends on various factors such as the driver’s attitude, vehicle type, geometry, etc. [18]. There are limited studies related to the combination of methods due to experimental variables that affect acceleration or deceleration [19, 25, 26]. Mondal and Gupta [19] found that a small car with a car reaches a high speed of acceleration at a low speed and decreases significantly during the process of stopping at an intersection. It is noted that the average acceleration and deceleration of traffic from 0.9 to 1.40 m / s.
Korean commercial vehicles, such as trucks, taxis and buses, are required to install DTG under the Road Safety Act. A DTG records such data
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