The document summarizes the presentation of Andy Boenau and Chris Tiesler at the 62nd annual meeting of the Southern District Institute of Transportation Engineers on March 31, 2014. They presented new statewide guidance for Virginia that includes a screening tool, spreadsheet tool, and design guidance document to help transportation engineers evaluate sites for roundabouts and standardize the design process. The tools are meant to help implement Virginia's policy of preferring roundabouts where feasible by providing a standardized process and analysis of safety, operational and cost factors.
Virginia Statewide Roundabout Guidance (Transportation Research Board)Andy Boenau
The Virginia Department of Transportation (VDOT) revised its Road Design Manual in 2008 to include a policy statement on roundabouts. The policy says that “[...when a roundabout is feasible] it should be considered the Department’s preferred alternative due to the proven substantial safety and operational benefits.
This is one of the stronger policy statements of any state in the United States. However, it has been difficult for VDOT to consistently implement and adhere to this policy on intersection projects throughout the state without a supporting process and/or tool and appropriate guidance.
Timmons Group and Kittelson & Associates, Inc. were hired to develop a repeatable process and series of tools to quickly and efficiently evaluate roundabouts. The intent was to create a procedure that could be used early in project planning and continue through project design.
Presented by Andy Boenau and Chris Tiesler at the Transportation Research Board's 4th International Conference on Roundabouts.
http://www.gaplanning.com/traffic-engineering-roundabouts/
Here's a presentation from Williams & Associates, and Athens, GA based transportation and traffic control engineering firm. In this video and slideshow, we present the Top 7 Advantages of Roundabouts in Traffic Control.
Virginia Statewide Roundabout Guidance (Transportation Research Board)Andy Boenau
The Virginia Department of Transportation (VDOT) revised its Road Design Manual in 2008 to include a policy statement on roundabouts. The policy says that “[...when a roundabout is feasible] it should be considered the Department’s preferred alternative due to the proven substantial safety and operational benefits.
This is one of the stronger policy statements of any state in the United States. However, it has been difficult for VDOT to consistently implement and adhere to this policy on intersection projects throughout the state without a supporting process and/or tool and appropriate guidance.
Timmons Group and Kittelson & Associates, Inc. were hired to develop a repeatable process and series of tools to quickly and efficiently evaluate roundabouts. The intent was to create a procedure that could be used early in project planning and continue through project design.
Presented by Andy Boenau and Chris Tiesler at the Transportation Research Board's 4th International Conference on Roundabouts.
http://www.gaplanning.com/traffic-engineering-roundabouts/
Here's a presentation from Williams & Associates, and Athens, GA based transportation and traffic control engineering firm. In this video and slideshow, we present the Top 7 Advantages of Roundabouts in Traffic Control.
I was granted access to TRB database as intern at EGE University, Turkey. Part of my research was to collect existing base data information for our project, synthesize the informations of guiding and design principles and evaluation criteria. Basically my task in this phase of project was to explore a wide range of approaches to improvements Izmir Urban Area (urban design concepts).
A case study on Rajkillpakkam Junction,ChennaiSukhdeep Jat
My project work is a case study on Rajkillpakkam Junction, Chennai.....in this project you can find the manual method of designing a traffic junction in an efficient output.
Highway and railway geometric design-Revised.pptxkiranmaqsood5
It the presentation about highway and railway geometric design. It describes the complete criteria for designing project. It about design streets and railways. how much carriageway is required for new road
Highway Safety Power Point Presentation by Pankaj Pal.pptxPankaj Pal
In this PPT, I have tried to explain about highway safety. I hope this ppt will be helpful in giving you new information. Thank you 1. Under Guidance Mr. Krishna Kumar Assistant Professor of CE Dept. Name:- Pankaj Pal Branch:- CE 4th Year Project Name Highway Safety
2. Contents Introduction Rumble Strip Design of Road Side Junctions Traffic Signs
3. Introduction Purpose of Road Safety 1. Reduce no. of accidents 2. Safer journey 3. Increase quality of transit system 4. Maintain regular traffic flow
4. Rumble Strips Other names:- Sleeper lines or Alert strips Rumble strips are grooved patterns rolled or milled into the pavement perpendicular to the direction of Travel.
5. Types of Rumble Strips 1. Shoulder Rumble Strips Placed on highway shoulders along the edge of the travel lane, to prevent single vehicle run-off-the-road crashes.
6. Types of Rumble Strips 2. Centerline Rumble Strips Placed on or near the center line. To prevent head-on crashes and opposite direction sideswipe crashes. Prevent some crashes, when a driver veers across the center line.
7. Advantages of Rumble strips Alert drivers upon drifting or deviation. The reflective paint helps to increase visibility. Reduce the number of crashes.
8. Design of Road-Side Requirements:- 1. Provide Shoulder & Edge strip 2. Avoid sharper turns 3. Provide Emergency zones/lanes
9. Design of Road-Side Requirements:- 4. Free from Ditches 5. Proper Screeding
10. Design of Road-Side Requirements:- Super elevation = h = (Bv^2)/gR 6. Super elevation is not be too steep
11. Junctions A road junctions is a location where multiple roads intersect, allowing vehicular traffic to change from one road to another.
12. Junctions A road junction has to fulfill following requirement :- Visible Oversee-able Comprehensible Completeness
13. Traffic Signs Traffic signs or road signs are signs erected at the side or above of the roads to give instructions or provide information to road users. Traffic signs generally :- Control the flow of traffic. Guide to destination. Informs roadway services.
14. Traffic Signs Traffic signs are intentionally color coded to assist the operator. In traffic signs, fluorencent material is used. Red Green Yellow Stop Direction Warning
15. Traffic Signs Black Blue Brown Regulation Motorist service (e.g., food, hotels, gas) Recreational, Historic, Scenic site Orange White & Construction or maintenance warning
16. Types of Signs Boards 1) Stop & Yield Sign Boards A STOP sign is a traffic sign to notify drivers to completely halt while YIELD means to slow down to at a point.
17. Types of Signs Boards 2) Warning Signs :- Alert to hazards or changing in conditions such as changes in road layout, proximity to a school zone, Sharp turns etc.
18. Types of Signs Boards 3) Guide Signs :- Indicates route markers, distance-and-destination signs, and informational signs.
Need ornamentation.This was a crude copy.Special Thanks to AUST'ian.BUET ian should make a new way of reporting.Dont mind to found enomous mistake in mine..It was prepared in a very short time
Road Safety power point presentation by Pankaj Pal.pptxPankaj Pal
In this PPT, I have told about Road Safety. I hope this ppt will be helpful in giving you new information. Thank you.
1. Under Guidance Mr. Krishna Kumar (Assistant Professor of CE Dept) . Made By :- Pankaj Pal Branch:- CE 4th Year Roll No. :- 1903830000008 Project Name Road Safety
2. Contents Introduction Rumble Strip Design of Road Side Junctions Traffic Signs
3. Introduction Purpose of Road Safety 1. Reduce no. of accidents 2. Safer journey 3. Increase quality of transit system 4. Maintain regular traffic flow
4. Rumble Strips Other names:- Sleeper lines or Alert strips Rumble strips are grooved patterns rolled or milled into the pavement perpendicular to the direction of Travel.
5. Types of Rumble Strips 1. Shoulder Rumble Strips Placed on highway shoulders along the edge of the travel lane, to prevent single vehicle run-off-the-road crashes.
6. Types of Rumble Strips 2. Centerline Rumble Strips Placed on or near the center line. To prevent head-on crashes and opposite direction sideswipe crashes. Prevent some crashes, when a driver veers across the center line.
7. Advantages of Rumble strips Alert drivers upon drifting or deviation. The reflective paint helps to increase visibility. Reduce the number of crashes.
8. Design of Road-Side Requirements:- 1. Provide Shoulder & Edge strip 2. Avoid sharper turns 3. Provide Emergency zones/lanes
9. Design of Road-Side Requirements:- 4. Free from Ditches 5. Proper Screeding
10. Design of Road-Side Requirements:- Super elevation = h = (Bv^2)/gR 6. Super elevation is not be too steep
11. Junctions A road junctions is a location where multiple roads intersect, allowing vehicular traffic to change from one road to another.
12. Junctions A road junction has to fulfill following requirement :- Visible Oversee-able Comprehensible Completeness
13. Traffic Signs Traffic signs or road signs are signs erected at the side or above of the roads to give instructions or provide information to road users. Traffic signs generally :- Control the flow of traffic. Guide to destination. Informs roadway services.
14. Traffic Signs Traffic signs are intentionally color coded to assist the operator. In traffic signs, fluorencent material is used. Red Green Yellow Stop Direction Warning
15. Traffic Signs Black Blue Brown Regulation Motorist service (e.g., food, hotels, gas) Recreational, Historic, Scenic site Orange White & Construction or maintenance warning
16. Types of Signs Boards 1) Stop & Yield Sign Boards A STOP sign is a traffic sign to notify drivers to completely halt while YIELD means to slow down to at a point.
17. Types of Signs Boards 2) Warning Signs :- Alert to hazards or changing in conditions such as changes
I was granted access to TRB database as intern at EGE University, Turkey. Part of my research was to collect existing base data information for our project, synthesize the informations of guiding and design principles and evaluation criteria. Basically my task in this phase of project was to explore a wide range of approaches to improvements Izmir Urban Area (urban design concepts).
A case study on Rajkillpakkam Junction,ChennaiSukhdeep Jat
My project work is a case study on Rajkillpakkam Junction, Chennai.....in this project you can find the manual method of designing a traffic junction in an efficient output.
Highway and railway geometric design-Revised.pptxkiranmaqsood5
It the presentation about highway and railway geometric design. It describes the complete criteria for designing project. It about design streets and railways. how much carriageway is required for new road
Highway Safety Power Point Presentation by Pankaj Pal.pptxPankaj Pal
In this PPT, I have tried to explain about highway safety. I hope this ppt will be helpful in giving you new information. Thank you 1. Under Guidance Mr. Krishna Kumar Assistant Professor of CE Dept. Name:- Pankaj Pal Branch:- CE 4th Year Project Name Highway Safety
2. Contents Introduction Rumble Strip Design of Road Side Junctions Traffic Signs
3. Introduction Purpose of Road Safety 1. Reduce no. of accidents 2. Safer journey 3. Increase quality of transit system 4. Maintain regular traffic flow
4. Rumble Strips Other names:- Sleeper lines or Alert strips Rumble strips are grooved patterns rolled or milled into the pavement perpendicular to the direction of Travel.
5. Types of Rumble Strips 1. Shoulder Rumble Strips Placed on highway shoulders along the edge of the travel lane, to prevent single vehicle run-off-the-road crashes.
6. Types of Rumble Strips 2. Centerline Rumble Strips Placed on or near the center line. To prevent head-on crashes and opposite direction sideswipe crashes. Prevent some crashes, when a driver veers across the center line.
7. Advantages of Rumble strips Alert drivers upon drifting or deviation. The reflective paint helps to increase visibility. Reduce the number of crashes.
8. Design of Road-Side Requirements:- 1. Provide Shoulder & Edge strip 2. Avoid sharper turns 3. Provide Emergency zones/lanes
9. Design of Road-Side Requirements:- 4. Free from Ditches 5. Proper Screeding
10. Design of Road-Side Requirements:- Super elevation = h = (Bv^2)/gR 6. Super elevation is not be too steep
11. Junctions A road junctions is a location where multiple roads intersect, allowing vehicular traffic to change from one road to another.
12. Junctions A road junction has to fulfill following requirement :- Visible Oversee-able Comprehensible Completeness
13. Traffic Signs Traffic signs or road signs are signs erected at the side or above of the roads to give instructions or provide information to road users. Traffic signs generally :- Control the flow of traffic. Guide to destination. Informs roadway services.
14. Traffic Signs Traffic signs are intentionally color coded to assist the operator. In traffic signs, fluorencent material is used. Red Green Yellow Stop Direction Warning
15. Traffic Signs Black Blue Brown Regulation Motorist service (e.g., food, hotels, gas) Recreational, Historic, Scenic site Orange White & Construction or maintenance warning
16. Types of Signs Boards 1) Stop & Yield Sign Boards A STOP sign is a traffic sign to notify drivers to completely halt while YIELD means to slow down to at a point.
17. Types of Signs Boards 2) Warning Signs :- Alert to hazards or changing in conditions such as changes in road layout, proximity to a school zone, Sharp turns etc.
18. Types of Signs Boards 3) Guide Signs :- Indicates route markers, distance-and-destination signs, and informational signs.
Need ornamentation.This was a crude copy.Special Thanks to AUST'ian.BUET ian should make a new way of reporting.Dont mind to found enomous mistake in mine..It was prepared in a very short time
Road Safety power point presentation by Pankaj Pal.pptxPankaj Pal
In this PPT, I have told about Road Safety. I hope this ppt will be helpful in giving you new information. Thank you.
1. Under Guidance Mr. Krishna Kumar (Assistant Professor of CE Dept) . Made By :- Pankaj Pal Branch:- CE 4th Year Roll No. :- 1903830000008 Project Name Road Safety
2. Contents Introduction Rumble Strip Design of Road Side Junctions Traffic Signs
3. Introduction Purpose of Road Safety 1. Reduce no. of accidents 2. Safer journey 3. Increase quality of transit system 4. Maintain regular traffic flow
4. Rumble Strips Other names:- Sleeper lines or Alert strips Rumble strips are grooved patterns rolled or milled into the pavement perpendicular to the direction of Travel.
5. Types of Rumble Strips 1. Shoulder Rumble Strips Placed on highway shoulders along the edge of the travel lane, to prevent single vehicle run-off-the-road crashes.
6. Types of Rumble Strips 2. Centerline Rumble Strips Placed on or near the center line. To prevent head-on crashes and opposite direction sideswipe crashes. Prevent some crashes, when a driver veers across the center line.
7. Advantages of Rumble strips Alert drivers upon drifting or deviation. The reflective paint helps to increase visibility. Reduce the number of crashes.
8. Design of Road-Side Requirements:- 1. Provide Shoulder & Edge strip 2. Avoid sharper turns 3. Provide Emergency zones/lanes
9. Design of Road-Side Requirements:- 4. Free from Ditches 5. Proper Screeding
10. Design of Road-Side Requirements:- Super elevation = h = (Bv^2)/gR 6. Super elevation is not be too steep
11. Junctions A road junctions is a location where multiple roads intersect, allowing vehicular traffic to change from one road to another.
12. Junctions A road junction has to fulfill following requirement :- Visible Oversee-able Comprehensible Completeness
13. Traffic Signs Traffic signs or road signs are signs erected at the side or above of the roads to give instructions or provide information to road users. Traffic signs generally :- Control the flow of traffic. Guide to destination. Informs roadway services.
14. Traffic Signs Traffic signs are intentionally color coded to assist the operator. In traffic signs, fluorencent material is used. Red Green Yellow Stop Direction Warning
15. Traffic Signs Black Blue Brown Regulation Motorist service (e.g., food, hotels, gas) Recreational, Historic, Scenic site Orange White & Construction or maintenance warning
16. Types of Signs Boards 1) Stop & Yield Sign Boards A STOP sign is a traffic sign to notify drivers to completely halt while YIELD means to slow down to at a point.
17. Types of Signs Boards 2) Warning Signs :- Alert to hazards or changing in conditions such as changes
GreenSwirl: Combining Traffic Signal Control and Route Guidance for Reducing ...Naoki Shibata
Jiaxing Xu, Weihua Sun, Naoki Shibata and Minoru Ito : "GreenSwirl: Combining Traffic Signal Control and Route Guidance for Reducing Traffic Congestion," in Proc. of IEEE Vehicular Networking Conference 2014 (IEEE VNC 2014), pp. 179-186.
Serious traffic congestion is a major social problem in large cities. Inefficient setting of traffic signal cycles, especially, is one of the main causes of congestion. GreenWave is a method for controlling traffic signals which allows one-way traffic to pass through a series of intersections without being stopped by a red light. GreenWave was tested in several cities around the world, but the results were not satisfactory. Two of the problems with GreenWave are that it still stops the crossing traffic, and it forms congestion in the traffic turning into or out of the crossing streets. To solve these problems, we propose a method of controlling traffic signals, GreenSwirl, in combination with a route guidance method, GreenDrive. GreenSwirl controls traffic signals to enable a smooth flow of traffic through signals times to turn green in succession and through non-stop circular routes through the city. The GreenWave technology is extended thereby. We also use navigation systems to optimize the overall control of the city's traffic. We did a simulation using the traffic simulator SUMO and the road network of Manhattan Island in New York. We confirmed that our method shortens the average travel time by 10%-60%, even when not all cars on the road are equipped to use this system.
Similar to Statewide Roundabout Guidance in Virginia (20)
Dress Like an Architect, Think Like an Anarchist | Pro-Walk Pro-Bike Pro-Plac...Andy Boenau
If human-scale design is so great, then why aren’t communities demanding immediate change at local government offices across the country? It’s not enough to deliver great design. The 21st century designer needs to master (1) wardrobe and (2) storytelling.
Wardrobe. You’re a cyclist, we get it. But normal people are terrified by your approach. They call you the Spandex Mafia behind your back. Blend in as best you can with planners, architects, and urban designers who are responsible for brutalist, car-oriented atrocities. The general public needs to assume you’re part of the modernist regime before you point out that the Infrastructure Emperor isn’t wearing any clothes.
Storytelling. People don’t need facts, they need an emotional connection. Most of us weren’t trained to communicate like advertisers. We’re completely unqualified to be digital marketers – and yet that’s how we can persuade the general public. Voices in your head will fill you with doubt. Don’t succumb to the devil’s advocate. You have disruptive and socially radical messages to share with mainstream culture!
Dress like an architect, think like an anarchist. That’s the secret to success for the 21st century designer.
***
Originally presented in Vancouver, BC during Pro-Walk/Pro-Bike/Pro-Place. Check out #walkbikeplaces on social media for more.
Bicycle Urbanism | Forget about innovative funding!Andy Boenau
https://twitter.com/boenau
==============================
Funding for transportation infrastructure has been misrepresented and misunderstood for decades. Misrepresented by powerful interest groups and misunderstood by regular people. Highway builders have dominated the conversation about funding priorities, making anything less than a highway or bridge seem insignificant or unnecessary.
Bicycle infrastructure advocates have accepted the “innovative funding” label as their best – perhaps only – hope to increase the maintenance and construction of projects that make bicycling safe and convenient for people of all ages. There is a better way to pursue funding.
The best way to fund bicycle infrastructure is for people to understand that bicycling is a mode of transportation.
Success is not that simple. But the message is that simple. Bicycling is not an expensive recreation to be subsidized by taxpayers. It is a way for human beings to freely move around. To prohibit bicycling by designing dangerous infrastructure is to squash individual freedom.
==============================
Presented at the 2nd International Bicycle Urbanism Symposium in Richmond, VA
Bicycle Urbanism: A Civil Engineer's GuideAndy Boenau
Walking and bicycling are the fundamental modes of transportation. Streets that are designed to be safe and convenient for riding bikes also happen to be very safe streets.
Problem: not enough bicycling infrastructure.
Solution: more bicycling infrastructure.
Professional engineers have loads of manuals, design guides, and real-world case studies to learn from. So what's the industry waiting for? Many professionals don't realize just how deadly modern engineering actually is. And professionals that do understand generally don't want to stand out.
This is my encouragement for engineers to make a ruckus.
Design streets for people. Save the world with a healthy does of bicycle urbanism.
Bicycling in Richmond, VA | Design the Future You WantAndy Boenau
Riding bikes is fun. But bicycling is transportation, not just recreation. This basic idea will make or break America's public infrastructure.
Designing for people will preserve life and liberty - the freedom of mobility. Engineering community streets for motor vehicles will preserve death and destruction - the ultimate loss of freedom.
Originially presented at The Branch Museum of Architecture and Design.
Did you know LEVEL OF SERVICE is ruining your life?Andy Boenau
Level of Service (LOS) is the primary way transportation planners and engineers decide whether or not an intersection is functioning properly.
It's a measurement of vehicle throughput -- speed and volume. Free-flow, speedy traffic yields LOS A. Calm traffic at smaller intersections yields LOS F.
This is how American infrastructure is planned and designed...and it's miserable.
Local governments are being compelled to invest -- or at least consider investing -- in walkable infrastructure. This isn't about a top-down government mandate. Government rules led to the streets that ripped apart communities and continue to kill innocent people.
This presentation was part of an American Planning Association session about the fiscal and economic benefits of walkable development.
How to be a RESPECTABLE traffic engineer [5 easy steps]Andy Boenau
Modern traffic engineering prioritizes the automobile. What does that mean for you? It means streets are expanded to allow for higher motorist speeds at the expense of people walking or riding a bicycle.
Safe transportation should begin with the most vulnerable users -- pedestrians and bicyclists. When non-motorized traffic moves safely, everything else falls into place.
This short presentation highlights some of the glaring problems with modernist traffic engineering. There are certainly exceptions to these rules. But tragically, in 2015, these are still the rules.
Nobody cares about your boring planner story.Andy Boenau
How can we share our contributions with other people in a way that educations AND inspires? The answer lies in human psychology. Tell interesting and compelling stories that focus on the human experience.
“You do what? Plan stuff? Meh.” Let’s face it. The professional planning industry has an image problem. Planners are viewed as a generic mob best known for blue tops, khaki bottoms, and pointing at maps. Or worse, we get labeled as centralized busybodies determined to impose regulations that make life a little less worth living.
Marketers have known for ages that people love stories, especially stories they can relate to.
During this talk, the audience learned why non-planners roll their eyes at us, how other professions have solved the communication problem, and heard practical examples they could take home and apply to their work.
[Originally presented at the American Planning Association's 2015 National Conference.]
APA Learning Objectives for AICP credit:
(1) Understand why non-professional planners (ordinary people) mentally check out when you talk about your goals and projects.
(2) Learn how professionals in other fields have solved this problem.
(3) Take home some practical examples to generate excitement and endorsement for your work as a professional planner.
About the speaker:
Andy Boenau, AICP leads the urban planning practice at Timmons Group. His primary focus is helping to create comfortable and inviting places for people to walk and ride a bicycle. Andy’s projects often involve retrofitting public streets to enhance livability. He also provides public engagement and new media consultation as part of his work.
Andy produces Urbanism Speakeasy, an award-winning podcast about human-scale design, livability, and community activism. He also created the short film "Walk Don't Walk", Walkability Award winner at the 2014 New Urbanism Film Festival. Andy loves having a microphone in hand, whether it’s delivering keynotes, producing webinars, or spicing up sessions at professional planning conferences.
__________________________
Inspirational contributions and influence from Frank Zappa, George Lois, Russell Brand, and Peter Norton.
Is it time to stop planning complete streets?Andy Boenau
***originally presented as a live webinar on Nov 21, 2014***
“Complete street” is a transportation term that refers to a corridor designed for all modes of transportation. Washington, DC has made national news for its emphasis on the fundamental modes of transportation – walking and biking. It’s also home to one of the most recognizable mass transit systems.
So why would the District Department of Transportation propose a scenario that eliminates complete streets? How do they propose safely accommodating users from so many different modes of travel?
This webcast will cover the following:
• Trade-offs associated with physically separating travel modes;
• Corridor planning vs. network planning;
• Transportation mode hierarchy; and
• Placemaking treatments based on street function.
Andy Boenau leads the urban planning practice at Timmons Group, a Virginia-based consulting firm. His expertise is guiding infrastructure projects in such a way that all travel modes are accommodated on streets. It would be fair to label him as a pro-walk/pro-bike advocate.
He facilitates workgroups, stakeholder meetings, and social media engagement for planning and design projects. He enjoys translating technical jargon and transportation issues in ways that promote active and meaningful public involvement.
Andy is responsible for the APA New Urbanism Division’s newsletter and is APA-Virginia’s vice president of external affairs. He will be facilitating the discussion about implementing complete street design principles.
Colleen Hawkinson is a transportation planner for the District Department of Transportation in Washington, DC. She has a master’s degree in Urban and Environmental Planning from the University of Virginia.
Colleen manages DDOT’s Strategic Planning Branch, which covers neighborhood transportation and livability studies and citywide planning. She recently managed the massive long-range transportation plan called moveDC.
Throughout her career, Ms. Hawkinson has developed and managed an array of diverse projects promoting sustainability, economic development, and enhanced quality of life through transportation networks.
Chris Shaheen manages the Public Space Program Washington, DC’s Office of Planning. He has an undergraduate degree in landscape architecture and urban planning, and a graduate degree in historic preservation.
Chris helps developers implement city regulations and guidelines that enhance the pedestrian experience and promote sustainable development practices. His work ranges from citywide initiatives to small-scale streetscape or open space plans proposed by the private sector. He plays a key role in drafting legislation for green buildings in the District and is active in current efforts to adopt green building and sustainable development standards for the Washington metropolitan area.
Chris represents the Office of Planning on the Public Space Committee and the Pedestria
Public Engagement Tools for Professional PlannersAndy Boenau
Presented during the 2014 Commonwealth Planning & Zoning Conference.
Speakers: Milt Herd, FAICP, Andy Boenau, AICP, Mike Callahan, AICP
This session explored the use of web-based technologies in local planning processes. New applications tools enable citizens to more fully participate in comprehensive planning, infrastructure and economic development activities.
The presentation was followed by an afternoon workshop that included small group exercises, where attendees put into practice some ideas they learned in the morning session.
9 Street Design Myths Busted (with case studies)Andy Boenau
Streets can be social spaces!
Professional planners and engineers often talk about making streets more accommodating for humans, regardless of travel mode. That means embracing and protecting the fundamental modes of transport -- walking and bicycling.
You will meet resistance in your quest to improve American infrastructure. Here are 9 myths commonly spread.
This presentation was originally delivered for the 2014 American Planning Association - Virginia Chapter annual meeting.
Livability is a concept that has enjoyed tremendous popularity in recent years. The Federal Highway Administration established a formal “Livability Initiative” and in 2010, published a guidebook to educate transportation planning and design professionals.
So how are we doing? Are we improving the health and safety of the traveling public?
Even with the enormous amount of data showing direct and tangible connections between street design and public health and safety (i.e. livability), bad design continues to show itself on a regular basis on our street networks.
If good design promotes livability, then bad design must promote the opposite of livability…killability.
We can do better! Help put an end to dangerous design and save some lives!
This presentation was originally delivered during the 2014 National Planning Conference in Atlanta, GA.
The Opposite of Transportation Livability is KillabilityAndy Boenau
Livability is a concept that has enjoyed tremendous popularity in recent years. The Federal Highway Administration established a formal “Livability Initiative” and in 2010, published a guidebook to educate transportation planning and design professionals.
But even with the enormous amount of data showing direct and tangible connections between street design and public health and safety (i.e. livability), bad design continues to show itself on a regular basis on our street networks.
If good design promotes livability, then bad design must promote the opposite of livability…killability.
City streets are intended for people of all ages and physical abilities. Let's design livable streets. Let's *reclaim* our streets!
This presentation was originally given in a Pecha Kucha (20x20) format during the 2013 American Planning Association national conference.
Enhancing the Value of Streets for Pedestrians, Bicyclists, and MotoristsAndy Boenau
Presented during the 2013 American Planning Association national conference in Chicago. Part of an ongoing series describing the evolution of Virginia policy related to transportation and land use.
Functional Classification of Streets: So important that no one wants to talk ...Andy Boenau
This presentation was given as an online seminar sponsored by American Planning Association's New Urbanism Division. The audio is available on YouTube: http://youtu.be/J9HjJ78Ma7w
As practitioners of new urbanism principles, it is important to understand why our street networks have eroded so dramatically and the direct connection to livability and sustainability that we strive to achieve. The purpose of the webcast will educate participants to strengthen their transportation planning knowledge base. That knowledge will increase productivity of the collaboration between engineers and planners.
Functional classification is a transportation topic that is often left for engineers to sort out, but it has a huge impact on urban planning. Anyone involved in urban planning – including community stakeholders – should be part of the dialogue surrounding the function of public streets. Functional classification is a way that transportation professionals group streets according to the type of traffic they serve and the degree of access expected to adjacent land uses.
Few transportation issues are as important as functional classification, and yet it is one of the least understood or debated. Despite the Federal Highway Administration’s advocacy of flexible design standards, typical practice in the United States has been very rigid, leading to unintended negative consequences. For new urbanism, that means streets that require almost highway speeds and lane widths—physical impacts that are contrary to the overall purpose of new urban planning. For example, in some areas an Urban Principal Arterial might require a minimum 45 MPH design speed and minimum 12-foot wide lanes, even if the surrounding land uses need more appropriate (i.e. livable, sustainable) solutions.
The session includes two primary takeaways: (1) history of streets (vitality, walkability, etc.); and (2) how we can learn from our history to improve streets (including mobility and safety for all users). Designing places scaled appropriately for active human living is critical, especially in urbanized areas (city centers, suburbs, villages, etc.).
In 2007, the Virginia General Assembly made news throughout the transportation industry when it approved legislation granting authority to the Virginia Department of Transportation (VDOT) to develop access management regulations and standards. Information about the shift in Virginia’s statewide policy was presented during the biannual Transportation Research Board (TRB) Access Management Conferences in 2008 and 2010. In 2011, VDOT led a series of public information meetings soliciting opinions from the general public and consultant community in order to further refine the statewide access management program. Regulatory changes to Virginia’s Land Use & Transportation program became effective January 1, 2012.
The purpose of this presentation was to update access management practitioners on Virginia’s program and provide insight on our successes and lessons learned with regard to the linkage of transportation and land use.
NUMERICAL SIMULATIONS OF HEAT AND MASS TRANSFER IN CONDENSING HEAT EXCHANGERS...ssuser7dcef0
Power plants release a large amount of water vapor into the
atmosphere through the stack. The flue gas can be a potential
source for obtaining much needed cooling water for a power
plant. If a power plant could recover and reuse a portion of this
moisture, it could reduce its total cooling water intake
requirement. One of the most practical way to recover water
from flue gas is to use a condensing heat exchanger. The power
plant could also recover latent heat due to condensation as well
as sensible heat due to lowering the flue gas exit temperature.
Additionally, harmful acids released from the stack can be
reduced in a condensing heat exchanger by acid condensation. reduced in a condensing heat exchanger by acid condensation.
Condensation of vapors in flue gas is a complicated
phenomenon since heat and mass transfer of water vapor and
various acids simultaneously occur in the presence of noncondensable
gases such as nitrogen and oxygen. Design of a
condenser depends on the knowledge and understanding of the
heat and mass transfer processes. A computer program for
numerical simulations of water (H2O) and sulfuric acid (H2SO4)
condensation in a flue gas condensing heat exchanger was
developed using MATLAB. Governing equations based on
mass and energy balances for the system were derived to
predict variables such as flue gas exit temperature, cooling
water outlet temperature, mole fraction and condensation rates
of water and sulfuric acid vapors. The equations were solved
using an iterative solution technique with calculations of heat
and mass transfer coefficients and physical properties.
Forklift Classes Overview by Intella PartsIntella Parts
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We have compiled the most important slides from each speaker's presentation. This year’s compilation, available for free, captures the key insights and contributions shared during the DfMAy 2024 conference.
1. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Statewide
Roundabout
Guidance
Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Andy Boenau
Chris Tiesler
2. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Andy Boenau
Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
1.Background
Part
Statewide
Roundabout
Guidance
3. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Option A = familiar throughout the U.S.;
lots of death & destruction
Option B = familiar throughout the world;
lots of life & prosperity
Intersection Design Options
5. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
“We connect land use
(said every DOT everywhere)
6. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Virginia DOT
Transportation & Land Use
Publications
“fundamental modes”
“enhance quality”
7. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
“…[roundabout] should be considered
the Department’s
preferred alternative…”
Virginia Policy
8. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
If feasible, then preferred.
Why?
9. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
If feasible, then preferred.
Why?
10. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Since single-lane roundabouts are the
safest form of at-grade intersection,
why aren’t there more
in Virginia?
11. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Institutional bias
and the fear of change.
13. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Roundabout
1.Yield to traffic already in roundabout.
Rules of the road
14. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Traffic Signal
1. If the signal is a red ball, come to a complete stop
a) After stopping, you may turn right but must yield to oncoming traffic; except if the sign says "NO TURN ON RED", you cannot
b) After stopping, you may turn left on red from a one-way street onto a one-way street but must yield to oncoming traffic
2. If the signal is a green ball
a) you may go straight or turn right, but only if the way is clear - you must yield to vehicles still in the intersection
b) you may turn left but must yield to oncoming traffic
3. If the signal is a yellow ball
a) you may go straight or turn right
b) you may turn left but must yield to oncoming traffic
4. If there is one signal head for several lanes, it applies to all those lanes; if there is a signal head for each lane, each lane is governed by its own signal head; and if
there are multiple heads but not as many as there are lanes, generally a head centered above a lane governs that lane, a single head located above the line dividing
two lanes governs both lanes, and a single head centered above three lanes governs all three lanes
5. If the signal for your lane is a red arrow pointing left or right, come to a complete stop
a) After stopping, you may turn right on red but must yield to oncoming traffic; except if the sign says "NO TURN ON RED", you cannot
b) After stopping, you may turn left from a one-way street onto a one-way street ; except if the sign says "NO TURN ON RED", you cannot
6. If the signal for your lane is a red arrow pointing up, you may not go straight
7. If the signal for your lane is a green arrow pointing left or right, you may turn in the direction of the arrow, after yielding the right-of-way to vehicles within the
intersection, even if the red light is burning at the same time
8. If the signal for your lane is a green arrow pointing up, you may go straight, after yielding the right-of-way to vehicles within the intersection, even if the red light is
burning at the same time
9. If the signal for your lane is a yellow arrow, it means the same thing as the yellow ball, but applies only to movement in the direction of the arrow
10. If the signal is a blinking red ball, come to a complete stop and then enter the intersection, except you must yield to other vehicles already in the intersection
11. If the signal is a blinking yellow ball, enter the intersection with caution, except you must yield to other vehicles already in the intersection
12. If none of the bulbs on the signal head are illuminated (power outage), come to a complete stop and then enter the intersection with caution, except you must
yield to other vehicles already in the intersection
*special thanks to Ken Sides
Rules of the road
15. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
A motorist has to make a lot of decisions
If the general public trusts us
[deadly] status quo?
before driving through a traffic signal...
even when they aren’t fatigued or distracted.
to design safe infrastructure, can we
make progress by following the
16. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Transportation engineers now have
a much broader perspective about
the purpose and use of streets.
Complete street
Tactical urbanism
Walk to school
Arts district
Crosswalks
Bus shelters
Traffic calming
Livable street
Economic development
Bike to school
Less parking
Separated bike paths
Road diet
Placemaking
17. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
We have the engineering knowledge base.
We have a strong roundabout policy.
So how do we build
more roundabouts in Virginia?
18. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
2.Process + Tools
Part
Chris Tiesler
Statewide
Roundabout
Guidance
19. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Background
State agencies with successful roundabout programs generally
have
Policy statement
Process
Internally apply the intent of the policy
Tools
Assist in performing assessments
VDOT has a strong policy, but has lacked a process and tools
to consistently implement and adhere to its policy
20. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Three Tools
Screening Guidance
Planning-level feasibility
Spreadsheet Tool
Compare control forms
Go beyond operations
Easy to use/maintain
User Manual companion
Design Guidance
Principle-based
Resource
21. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Tool #1: Planning-Level Screening Document
Determine General Lane Needs
Figure 1 – Planning Level Daily Intersection Volumes (NCHRP Report 672 Exhibit 3-12)
0
5,000
10,000
15,000
20,000
25,000
30,000
35,000
40,000
45,000
50,000
0% 10% 20% 30% 40%
Left-Turn Percentage
AADT
Double-lane roundabout
likely to operate acceptably
Single-lane roundabout may be
sufficient (additional analysis needed)
Single-lane roundabout
likely to operate acceptably
Double-lane roundabout may be
sufficient (additional analysis needed)
Planning Level Daily Intersection Volumes (NCHRP Report 672 Exhibit 3-12)
22. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Planning-Level Screening
Right of Way
Determine approximate footprint
Figure 1 – Planning Level Daily Intersection Volumes (NCHRP Report 672 Exhibit 3-12)
Adapted from NCHRP Report 672 (Exhibit 6-9)
Rounda bout C onfigura tion
Typic a l D es ign
Ve hicle
C om m on Ins c ribe d C ircle
D ia m e te r Ra nge *
Mini-Roundabout SU-30 45 to 90 ft
Single-Lane Roundabout B-40 90 to 150 ft
WB-50 105 to 150 ft
WB-67 130 to 180 ft
Multilane Roundabout (2 lanes) WB-50 150 to 220 ft
WB-67 165 to 220 ft
Multilane Roundabout (3 lanes) WB-50 200 to 250 ft
WB-67 220 to 300 ft
* Assumes 90-degree angles between entries and no more than four legs. List of possible design
vehicles not all-inclusive.
23. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Planning-Level Screening
Approximate magnitude/size of roundabout and associated
impacts can be initially judged
Consider:
Right of way
Environmental
impacts
Utilities
Topography
Figure 1 – Planning Level Daily Intersection Volumes (NCHRP Report 672 Exhibit 3-12)
24. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Planning-Level Screening
Network Interactions
Consider site and surround intersection(s) in close proximity
Intersection spacing?
Adjacent traffic control – related queuing characteristics
Corridor considerations
Roundabouts particularly desirable when:
Low percentage of through trips and high percentage of turns
Safety improvements desirable
Community enhancement/aesthetics
Traffic calming
High number of U-turns
Unusual geometry creates design and signal phasing challenges
Figure 1 – Planning Level Daily Intersection Volumes (NCHRP Report 672 Exhibit 3-12)
25. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Tool #2: Spreadsheet Tool
Compares life-cycle costs of roundabout to traffic signal or
stop-control across range of criteria
Elements included:
Safety
Vehicular delay
Operations and Maintenance
Capital design and construction costs
Right-of-way cost
Elements not included:
Emissions and fuel consumption
Other qualitative elements
26. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Key Takeaways
Easy to use
Requires basic information that is readily available
Evaluate criteria beyond traffic operations
BETTER DECISIONS
27. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
What do I need?
Opening year and design year ADTs
Recent turning movement counts
Operational analysis to determine:
Turn lane requirements
Control delay
Basic geometric layout
Historical crash data (optional)
Preliminary cost estimate
User is prompted for additional detail as needed (case-by-case)
Assumptions can be made
Straightforward inputs
28. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Introduction Tab
Provides spreadsheet
navigation
instructions
Color Coding
Orange cells indicate required
data entry
Blue cells indicate optional
data entry
Red text provides further
instruction
29. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
MainENTRY Tab
User-friendly drop list fields
allow for easy scenario
selection
Non-applicable fields
blocked out in gray
30. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Highway Safety Manual Content
Part C – Predictive Method
10: Two-Lane Rural Highways
11: Multilane Rural Highways
12: Urban and Suburban Arterials
Part D – Crash Modification Factors
13: Roadway Segments
14: Intersections
15: Interchanges
16: Special Facilities
17: Networks
Glossary
Part A – Introduction and
Fundamentals
1: Introduction
2: Human Factors
3: Fundamentals
Part B – Roadway Safety
Management
4: Network Screening
5: Diagnosis
6: Select Countermeasures
7: Economic Evaluation
8: Prioritization
9: Safety Effectiveness Evaluation
31. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
AdjustSPF Tab
Data entered uses
HSM Part C CMFs
to complete the
SPF calculations
Only fields for
selected facility
type are shown
33. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
VDOT Spreadsheet Tool - Results
Calculates the monetary
safety and delay benefit of
the roundabout
Compares to ops/maintenance
and initial capital costs
expenditures
Life Cycle Benefit/Cost Ratio
34. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Spreadsheet Tool Summary
Spreadsheet tool compares intersection control forms across
wide range of criteria
Operations
Safety
Costs
Construction
Operations/Maintenance (Life Cycle)
Easy to use and maintain
Supplements initial roundabout screening tool
User Manual provides detailed information regarding
methodologies
35. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Tool #3: Design Guidance Document
Condensed design guidance for practitioners
Emphasize key principles
Planning
Economic Evaluation
Public Involvement
Operations
Safety
Design
Design Vehicle
Splitter Islands
Truck Apron
Non-motorized Users
Curbs/Drainage
Traffic Control Devices
Illumination
Landscaping
36. Southern District Institute of Transportation Engineers
62nd Annual Meeting March 31, 2014
Next Steps
Roll out tentatively planned for July 2014 to coincide with
update to VDOT Road Design Manual
All three tools likely to be housed and available on VDOT’s
external Roundabouts website
http://www.virginiadot.org/info/faq-roundabouts.asp
Education & training for VDOT staff and consultant
community