Potential MUTCD Criteria for Selecting the Type of Control for Unsignalized Intersections (2015) / Chapter Skim
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57 CHAPTER 6: ECONOMIC ANALYSIS INTRODUCTION This chapter describes the activities related to the economic analysis procedure. It contains discussion of the sources used as a basis for the analysis, as well as steps taken to collect the necessary information and perform the analysis.
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58 Table 23. Costs Suggested for Evaluating Changes to Intersections from Several Sources.
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59 added to the analysis. For this analysis, the research team assumed that the change in intersection traffic control at the volumes being considered would have no impact on travel time reliability.
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60 Table 24 lists the values of the variables that were not modified between simulation runs. Table 25 lists the values of the variables that were modified, except for volume, which is provided in Table 26.
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61 The pedestrian will wait until a sufficient gap is present, either created because a vehicle stopped or due to available headway within the traffic stream. If a marked crosswalk is present, drivers should yield or stop to a pedestrian in the crosswalk, even if a STOP sign is not present.
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64 For intersections with four lanes on the major road, average car delay begins to increase above 1,500 units/hr. The increase in average car delays begins at a slightly lower entering volume when there are only two lanes on the major road (i.e., one-lane approaches)
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65 peak-hour signal warrant curve. For a two-lane major road, the signal warrant for 1,000 veh/hr on the major road is 200 veh/hr.
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66 Table 29. Example of Delay by User.
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67 traffic distribution was used to obtain the weekend data. While hourly factors were available for each hour of the day, hours were grouped as shown in Table 30 to facilitate calculations.
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68 Table 32. Safety Performance Functions for Rural Highways for Total Crashes.
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69 Table 34. Definitions for Variables in Table 33.
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lane three major-ro F Crash M To obtain is applied considere stop cont MUTCD all-way s follow M effective study als "no less e approach given the warrants An altern A study p several C beacons) character assumed -leg interse ad ADT.
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71 the number of legs. The North Carolina data were based on four-leg intersections; therefore, an assumption was made that the 0.393 CMF would also be valid for three-leg intersections.
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72 Table 37. 2013 Comprehensive Societal Cost Estimates (2013 Dollars)
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73 Table 39. Injuries or Deaths per Crash for Rural Two-Way or One-Way Stop Control Intersections.
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74 Table 40. Crashes in Database by City and Year.
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75 Table 41. Crashes per Intersection for Cities in the Database.
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76 Table 43. Injuries or Fatalities per Crash for Crashes in Database.
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77 Table 45. Crash Cost Calculations for Urban 2W Intersections.
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78 Table 46. Calculated Crash Costs for Intersection Scenarios.
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79 from the AASHTO Red Book and the assumed cost for fuel. Table 47 shows the amount of fuel consumption per minute as a result of delays.
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80 converted for a given set of volumes when three or four legs and 40 mph (urban) or 45 mph (rural)
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81 was determined as 7.8 percent of the daily volume used in the cost calculations. The following figures were generated for a four-lane major road: Figure 17 shows the graph for three-leg urban intersections.
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Figure Three-L Hour S Figure Four-L Hour S 17. Recomm eg Urban I ignal War 18.
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Figure Three-L Hour S Figure Four-L Hour S 19. Recomm eg Rural I ignal War 20.
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84 Two-Lane Major Road The results of the simulations and calculations described in the previous section were also used to generate recommendations for two-lane major roads. Graphs were generated to illustrate when AWSC or TWSC would be justified for a given major and minor volume.
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Figure Three-L Hour S Figure Four-L Hour S 21. Recomm eg Urban I ignal War 22.
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Figure Three-L Hour S Figure Four-L Hour S 23. Recomm eg Rural I ignal War 24.
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87 Discussion Regarding Use of Speed and Number of Legs As part of the research, the effects of speed were to be considered within the warrant development. Crash prediction equations are not sensitive to speed; however, there are different equations for the rural and urban conditions.
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