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Highway Eng.
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This lecture mainly deals with the speed change lanes at Intersections; especially the
design elements of auxiliary lanes of left-turning movements at median openings
and auxiliary lanes of right-turning movements at intersections.
Auxiliary lanes may also be added to increase capacity and improve safety at an
intersection. In many cases, an auxiliary lane may be desirable after completing a
right-turn movement to provide for acceleration, manoeuvring, and weaving.
Auxiliary lanes should be at least 3.0 m wide and desirably should equal that of the
through lanes.
The length of the auxiliary lanes for turning vehicles consists of three components:
(1) entering taper, (2) deceleration length, and (3) storage length. Desirably, the
total length of the auxiliary lane should be the sum of the length for these three
components. Common practice, however, is to accept a moderate amount of
deceleration within the through lanes and to consider the taper length as a part of
the deceleration within the through lanes. Each component of the auxiliary length is
discussed in the following section.
Lecture 07
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Acceleration Lanes
Acceleration lanes for right-turning and/or left-turning vehicles may be desirable on
multi-lane rural highways. Generally, design principles of the deceleration lanes are
applicable for acceleration lanes (see Figure below). Trucks need longer speed
change lanes for acceleration.
Acceleration lanes are not always desirable at stop-controlled intersections where
entering drivers can wait for an opportunity to merge without disrupting through
traffic. Acceleration lanes are advantageous on roads without stop control and on all
high-volume roads even with stop control where openings between vehicles in the
peak-hour traffic streams are infrequent and short.
Lecture 07
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