YELLOW AND RED INTERVALS TO IMPROVE SIGNAL TIMING PLANS FOR LEFT-TURN MOVEMENT

This project developed and tested a framework for setting yellow change and red clearance intervals for the left-turn movement, which can be used directly by the field traffic engineers. The framework was designed to incorporate a comprehensive set of parameters related to intersection geometry, perception, human comfort, driver behavior, safety issues, and traffic related laws. The application of this proposed framework can improve both the safety and the efficiency of the left-turn movement at the intersection. The field data collected from 21 intersections in 8 Texas cities were used for the preliminary calibration of three essential parameters within the improved framework. The three essential parameters are related to drivers' entering driving behavior, drivers' behavior on left-turn curve, and drivers' tolerable centrifugal force, respectively. After the preliminary calibration, a systematic calibration approach was designed to extend the improved framework to a wider range of intersection configurations associated with different approaching speed limits, number of left-turn lanes, control types, and truck percentages. Through this research it is found that the existing yellow change intervals for the left-turn movement should be shorter, and the existing red clearances longer. However, the existing total change intervals need not to be changed. This means that the safety of left-turns can be greatly improved without decreasing the efficiency of the entire intersection operation. This is the final report for the project, which summarizes the work that has been performed during the two-year project research.

[1]  J A Butler.  ANOTHER VIEW ON VEHICLE CHANGE INTERVALS , 1983 .

[2]  M. Baucus.  Transportation Research Board , 1982 .

[3]  Lei Yu,et al.  Determination of Left-Turn Yellow Change and Red Clearance Interval , 2002 .

[4]  Richard W Lyles,et al.  Driver Age as a Factor in Comprehension of Left-Turn Signals , 1997 .

[5]  RICHARD W DENNE.  IMPROVED PROTECTED-PERMITTED LEFT-TURN SIGNAL DISPLAYS - THE TEXAS APPROACH , 1992 .

[6]  Jian John Lu,et al.  Variations in Capacity at Signalized Intersections with Different Area Types , 2000 .

[7]  H W McGee,et al.  A history of the yellow and all-red intervals for traffic signals , 2001 .

[8]  P L Zador,et al.  Influence of the time duration of yellow traffic signals on driver response , 1980 .

[9]  David A Noyce,et al.  Traffic Characteristics of Protected/Permitted Left-Turn Signal Displays , 2000 .

[10]  R W Denney,et al.  IMPROVED PROTECTED-PERMITTED LEFT-TURN SIGNAL DISPLAYS - THE TEXAS APPROACH , 1992 .

[11]  Harold Francis Hammond,et al.  Traffic engineering handbook , 1941 .

[12]  Robert Herman,et al.  The Problem of the Amber Signal Light in Traffic Flow , 1960 .

[13]  Paul L. Olson,et al.  DRIVER RESPONSE TO AMBER PHASE OF TRAFFIC SIGNALS , 1961 .

[14]  P. Parsonson,et al.  YELLOW AND RED CLEARANCE SIGNAL TIMING: DRIVERS AND ATTORNEYS SPEAK OUT , 1993 .

[15]  Robert Herman,et al.  A review of the yellow interval dilemma , 1996 .

[16]  Joseph Couples.  EVALUATION OF SEATTLE FLASHING YELLOW PROTECTED/PERMISSIVE LEFT-TURN SIGNAL DISPLAY , 1998 .

[17]  Thomas I.iao.  Setting Change Intervals at Signalized Intersections , 1997 .