Access Management Principles and Practices Bill Eisele, Ph.D., P.E. - - PDF document

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5/5/2014 Access Management Principles and Practices Bill Eisele, Ph.D., P.E. Bill Frawley, AICP Texas A&M Transportation Institute Texas A&M Transportation Institute Housekeeping Be prepared to respond to polls. All

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Access Management Principles and Practices

Bill Eisele, Ph.D., P.E. Bill Frawley, AICP

Texas A&M Transportation Institute Texas A&M Transportation Institute

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Access Management Principles and Practices

Bill Eisele, Ph.D., P.E. Bill Frawley, AICP

Texas A&M Transportation Institute Texas A&M Transportation Institute

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Learning Objectives

1) Discuss basic principles of access management. 2) Summarize safety benefits and economic impact research findings associated with raised medians and access point density. 3) Apply various access management techniques.

Meet Your Instructors

Bill Eisele Bill Frawley

6

Senior Research Engineer Texas A&M Transportation Institute College Station, TX, USA Research Scientist Texas A&M Transportation Institute Arlington, TX, USA

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Course Objectives

  • Know basic principles of access

t management

  • Summarize safety benefits and

economic impact research findings associated with raised medians and access point density

  • Apply various access management

techniques

Course Overview

  • 1. What is access management?
  • 2. What are the typical treatments?
  • 3. Why do we do access management?
  • 4. How do we implement access

management? a age e t

  • 5. Resources / contact information
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Session 1

What is Access Management?

What is Access Management?

“….the systematic control of the location, i d i d ti f spacing, design, and operation of driveways, median openings, interchanges, and street connections to a roadway.”

Source: Transportation Research Board, Access Management Manual

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What is Access Management?

  • Balances access to land with traffic

mobility needs mobility needs

– Works with functional classification hierarchy

  • Set of tools to help protect public

investments in roadways and improve safety safety

Functional Class Functional Class Freeway Freeway Hierarchy of Roadways in a Functionally Designed System Principal Arterial Principal Arterial Minor Arterial Minor Arterial Major Collector Major Collector Minor Collector Minor Collector

Movement Movement

g Movement g Movement

Local Local Cul Cul-

  • de

de-

  • Sac

Sac

Access Access

Increasing Increasing Access Access Increasing Increasing

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Functional Hierarchy

Principal Arterial Minor Arterial Collector Local Streets Freew ay

Source: Texas A&M Transportation Institute

Why Use Access Management?

  • Improve Public Safety
  • Enhance Mobility
  • Preserve Functional Classification Integrity
  • Protect Infrastructure Investment
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1. Ensure functional integrity

10 Principles of Access Management: Safety is Focus!

2. Limit direct access to major roadways 3. Promote intersection hierarchy 4. Locate signals to favor through movements 5. Preserve the functional area of intersections/interchanges

Source: TRB AM Manual, see student supplement

6. Limit the number of conflict points

10 Principles of Access Management: Safety is Focus!

7. Separate conflict areas 8. Remove turning vehicles from through- traffic lanes 9 Use nontraversable medians to manage 9. Use nontraversable medians to manage left-turn movements

  • 10. Provide a supporting street and

circulation system

Source: TRB AM Manual, see student supplement

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ACCESS MANAGEMENT IS NOT ONE-SIZE-FITS-ALL Session 2

What are the Typical Treatments?

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Primary treatments include…

Location, spacing and design of..

– Unsignalized intersections

  • Cross streets
  • Driveways (are intersections too!)

– Raised medians and median openings Deceleration / acceleration lanes – Deceleration / acceleration lanes – Signalized intersections

Unsignalized Intersections

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Unsignalized Access Spacing

  • Engineering considerations:

F i l i i – Functional intersection area – AASHTO guidance – Stopping sight distance – Case-by-case

  • Not a cookbook process!

Functional Area of an Intersection (vs. Physical Area)

Defined by Physical Area Defined by Functional Intersection

Source: AASHTO Green Book

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Inappropriate Median Opening

Source: Texas A&M Transportation Institute

Queuing Through Signal

Source: Texas A&M Transportation Institute

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Poor Signal Spacing

Source: Texas A&M Transportation Institute

AASHTO Says

  • Intersection functional areas extend

beyond the physical boundaries beyond the physical boundaries

  • “Ideally, driveways should not be located

within the functional area of an intersection

  • r in the influence area of an adjacent

j driveway”

(AASHTO, 2011, “Green Book”, page 9-4)

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Stopping Sight Distance

Object > 2 feet high (e.g., brake lights of turning vehicle) Braking Distance Brake Reaction Distance

Source: Texas A&M Transportation Institute

Good Corner Clearances

Source: Texas A&M Transportation Institute

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What Are We Trying to Fix/Avoid?

Source: Texas A&M Transportation Institute

No Direct Access to Arterial Street

Source: Texas A&M Transportation Institute

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Raised Medians and Median Openings

Why and When to Consider a Raised Median

  • Play critical role of operations and

safety of roadway

  • Roadways where aesthetic

considerations are a high priority

  • Multilane roadways with a high level
  • f pedestrian activity
  • High crash locations or where it is

High crash locations or where it is desirable to limit left turns to improve safety

– Clear safety benefit

Source: TRB AM Manual

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Keep in Mind . . .

  • Need adequate locations and width to handle U-

turns turns

– Can flare intersections or use loons – Alternative U-turn treatments

  • Alternate routes to handle delivery truck traffic

Source: Texas A&M Transportation Institute

Busy Two-way Left-turn Lane

Source: Texas A&M Transportation Institute

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Pedestrian Safety

Source: Texas A&M Transportation Institute

Raised Median in Advance of Development

Source: Texas A&M Transportation Institute

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Landscaping and Pavers

Source: Texas A&M Transportation Institute

Raised Median / Cross Access

Source: Texas A&M Transportation Institute

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RM with Landscaping and Turn Bays

Source: Texas A&M Transportation Institute

Retrofit Directional Openings

Source: Texas A&M Transportation Institute

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Raised Median Openings

  • Provide selected

access access

  • Consider directional
  • penings to limit

access

  • Opening could be

signalized locations in signalized locations in the future

Photo Source: City of Garland, Texas

Loon

Use of a “Loon”

Mid-block flair with only two lanes (Salem, OR)

Source: Texas A&M Transportation Institute

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Jug-Handle

Left-turn and then merge with traffic (New Jersey)

Michigan U-turn (1 of 3)

Source: Texas A&M Transportation Institute

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Michigan U-turn (2 of 3)

Source: Texas A&M Transportation Institute

Michigan U-turn (3 of 3)

Source: Texas A&M Transportation Institute

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Michigan U-turn

Suburban Detroit, MI

Source: Texas A&M Transportation Institute

Acceleration and Deceleration Lanes

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Deceleration Lane Need

Source: Texas A&M Transportation Institute

Turn Lanes

Separate Speed Differential and Create Safe Havens Separate Speed Differential and Create Safe Havens

Source: Texas A&M Transportation Institute

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Acceleration / Deceleration Lanes

Source: Texas A&M Transportation Institute

Poor Signal Spacing

Source: Texas A&M Transportation Institute

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Roundabouts

Roundabouts

  • Intersection treatment
  • Issues include access control/design:

– Into the roundabout itself – Near the roundabout

Source: NCHRP Report 672 (Roundabouts: An Informational Guide, 2nd Ed)

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Poll Question

How would you characterize the use of roundabouts in your agency/community over the last few years? y g y y y a) Roundabouts not generally used b) Roundabout use generally decreasing c) Roundabouts used with same frequency d) Roundabout use generally increasing

Session 1 & 2

Questions?

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Session 3

Why Do We Implement Access Management?

Safety

  • Reducing conflict points reduces

h t ti l crash potential

  • ~ 50% of all crashes are intersection-

related

  • Driveways are intersections, too!
  • Increase driver expectancy

Increase driver expectancy

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Safety

Conflict Points

4-Leg Intersection Conflict Points

NHI Access Management Course

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Conflict Points with Raised Median

NHI Access Management Course

Safety - Reduce Conflict Points

Source: Texas A&M Transportation Institute

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Safety - Reduce Crashes

Source: Texas A&M Transportation Institute

Safety

Access Density

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5 cess

Safety Effect (NCHRP 420)

2.1 2.8 4.1 1.7 1.3 1 2 3 4 x: Ratio to 10 Acc Points per Mile 1.0 1 10 20 30 40 50 60 70 Access Points per Mile Index

High Access Density

Source: Texas A&M Transportation Institute

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Low Access Density—Same Street

Source: Texas A&M Transportation Institute

Safety

Raised Medians

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Representative Crash Rates (Crashes per Million VMT) by Type of Median – Urban and Suburban Areas

Crash Rates (NCHRP 420)

Total Access Points per Mile Median Type Undivided Two-Way Left-Turn Lane Non Traversable Median <20 3.8 3.4 2.9 20.01-40 7.3 5.9 5.1 40.01-60 9.4 7.9 6.8 >60 10.6 9.2 8.3 Average Rate

9.0 6.9 5.6

Mobility

Travel Time

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Mobility

  • Allow through traffic to move more efficiently

(less “stop and go” traffic)

  • Preserve roadway capacity
  • Separate speed differentials
  • Less braking and hard acceleration
  • Reduce fuel consumption/emissions

Access Points and Free-flow Speed Access points per Reduction in free-flow

Access Points and Free-flow Speed

Access points per mile Reduction in free flow speed, mph 0.0 10 2.5 20 5.0 30 7.5 40 or more 10

Source: NCHRP 420

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Percentage Increase in Travel Times as Signal Density Increases

Travel Time and Signal Density

Signals per Mile Percent Increase in Travel Times (compared with 2 signals per mile) 2.0 3.0 9 4.0 16 5.0 23 6.0 29 7.0 34 8.0 39

Source: NCHRP 420

Economic

Findings

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Economic Effects

  • Market area is

important to business

45 mph

important to business success

– Reduction of travel speeds means smaller market areas 30 mph

Source: ITE Transportation and Land Development

Economic Effects

  • Access management techniques, in general, are

not directly related to retail sales y

– Texas, Florida, Kansas, Iowa

  • Poorly designed access treatments can present

traffic hazards and congestion that create a negative image of a center

– Shopping Center Development Handbook, Urban pp g p Land Institute

  • FHWA Safe Access is Good for Business

– Primer and Video

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Economic Effects

  • Research in Texas - raised medians have no

direct impact on retail sales in general

  • Issues that businesses can control are more

vital to success

1. Product Price 2. Product Quality 3. Customer Service 4. Access to Store 4. Access to Store 5. Distance to Travel 6. Hours of Operation

Source: TTI Report 3904-4

Other Benefits

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Other Benefits of Access Management

  • Financial – reduce need for “double and

triple bypasses” triple bypasses

  • Promote properly designed access and

circulation systems by development community

  • Aesthetics – landscaping and overall

appearance

  • Pedestrian and bicycle safety

Session 3

Questions?

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Session 4

How Do We Implement Access Management?

Local Government Partnerships

  • Coordination and cooperation in

development and access review critical

  • Ensures all agencies are “on the same

page”

  • Facilitates implementation consistency
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  • Look for opportunities for coordination

Focus on the reasons for doing AM

Local Agency Coordination

– Focus on the reasons for doing AM – Provide reasonable access

  • Typically, local areas have authority the

State does not have

– Land use controls – Important to work with local jurisdictions

  • State level legislative authority varies

Poll Question

Would you characterize that your / it h t t l l agency/community has state-local coordination on access management elements?

– “Yes” or “No”

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Reasonable Access

Example Definition:

– The minimum number of connections, direct

  • r indirect, necessary to provide safe ingress

and egress to the State Highway System based on the access classification, projected connection and roadway traffic volume, and type or intensity of the land use type or intensity of the land use.

Source: Florida DOT

Promote Local Government Partnerships

San Antonio Example – Plats

Developer submits plats to TxDOT – Developer submits plats to TxDOT – Developer and TxDOT work out issues – TxDOT keeps track of number of allowed driveways per plat – TxDOT provides comments to city – City includes comments on final plat

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Promote Local Government Partnerships

San Antonio Example – Driveways

Developer submits permit request to TxDOT – Developer submits permit request to TxDOT – TxDOT staff verifies number of driveways against plat approval letter – Keep ledger of driveways approved per plat – Area engineer approves or denies driveway it permit

Access Easements

Source: Texas A&M Transportation Institute

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Cross Access

  • Reduce Conflict Points
  • Reduce Conflict Points
  • Increase Driveway Spacing

Source: Texas A&M Transportation Institute

Future Cross Access

Source: Texas A&M Transportation Institute

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Corridor Access Management Plans

  • State and local governments adopt

agreement

Corridor Access Management Plan

agreement

  • All future access in conformance
  • Modifications approved by
  • State
  • Affected local governments

Affected local governments

  • Employs regulatory authority and design

elements

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Relatively Common

  • Michigan
  • Kansas
  • Kansas
  • Texas
  • Florida
  • Others
  • Sometimes termed “corridor plans”

and include an access component

Corridor Access Plan Example

Overland Park, KS

Source: Stuecheli, 1996, 2nd National AM Conference

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Corridor Access Management Plan

  • Greater Houston Area

Westheimer Road (FM 1093) – Westheimer Road (FM 1093) – FM 518 – FM 1960 – FM 2920

  • Available http://www.h-gac.com/

Session 4

Questions?

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Session 5

Resources and Contact Information

Resources: Supplement

Further discussion of:

  • Photographic examples
  • Conflict points and relationship to crashes
  • Safety and economic analysis results
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Resources

  • TRB Access Management Committee Internet Site

– http://www.accessmanagement.info

  • TRB, Access Management Manual
  • AASHTO, Green Book
  • NCHRP Report 420, Impacts of Access Management

NCHRP Report 672 Roundabouts: An Informational

  • NCHRP Report 672, Roundabouts: An Informational

Guide, 2nd Edition

  • Texas A&M Transportation Institute

– http://tti.tamu.edu

ITE Resources

  • Transportation and Land Development, 2nd Edition
  • Designing Walkable Urban Thoroughfares: A Context
  • Designing Walkable Urban Thoroughfares: A Context

Sensitive Approach

  • Promoting Sustainable Transportation Through Site

Design

  • Urban Street Geometric Design Handbook (Chapter 3)
  • Informational Report on Separated Bikeways
  • Accommodating Pedestrians and Bicyclists at

Interchanges (Draft Recommended Practice)

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Contact Info

Bill Eisele, Ph.D., P.E. Texas A&M Transportation Institute Texas A&M Transportation Institute 979/845-8550 bill-eisele@tamu.edu Bill Frawley, AICP Texas A&M Transportation Institute 817/462-0533 w-frawley@tamu.edu

Questions?

102

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Thank You!

Please provide your feedback. A link to an online Webinar evaluation will follow in an e-mail to Web seminar registrants. Please distribute this email to participants at your site. The survey will close in one week. Questions/Comments Professional Development Department ITE 1627 Eye Street NW, Ste 600 Washington, DC 20006 202-785-0060 ext. ;fax: 202-785-0609; pdinfo@ite.org