(Blue Diamond Road) Corridor Study - Regional Transportation ...

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6. SR-160 Corridor Improvement Plan RTC SR-160 Corridor Study Preliminary NDOT intersection EXHIBIT 6-4: Right-Turn Island drawings (included in Appendix C) indicate that some right-turn lanes turn short of traffic islands, which would make it difficult to implement queue-jumping. An example of this is shown in EXHIBIT 6-4, which shows westbound SR-160 at Jones Blvd. RTC should work with NDOT to ensure that the highway design does not preclude transit-supportive features such as queue-jumping lanes. No right-turn lane is planned for eastbound SR-160 at Rainbow Blvd. A major Park & Ride facility is proposed on BLM land southeast of this intersection, which would require eastbound buses to turn south on Rainbow to access the facility. Lacking a right-turn lane onto Rainbow Blvd., eastbound buses could be unnecessarily delayed at this intersection. If a different access route to this Park & Ride is provided, or even if it is never built, the lack of a right-turn lane would preclude queue-jumping at Rainbow Blvd. 6.4.2 Left Turn Lanes The median on the widened section of SR-160 will be 29 feet wide between intersections, which will narrow to five feet at each intersection, thus providing space for up to two 12 foot turn lanes. The space for these two lanes can be configured in three ways: 1. Both lanes are left turn lanes for general traffic. 2. There is only one left turn lane; the lane to the right is an unused buffer area. 3. The left lane is the turn lane for general traffic, with the right lane being a turn lane for buses only. The main determinant of which option is used is generally based on the anticipated number of vehicles that will be turning, although the width of the receiving roadway is also a factor. The intersection at Arville Street, shown in EXHIBIT 6-5 at the end of this section, will be configured with the first two of these configurations. There will be two left turn lanes from eastbound SR-160 to northbound Arville Street, but one left turn lane and one buffer lane from westbound SR-160 onto southbound Arville Street. NDOT’s anticipated configuration is not yet available for all intersections, including Torrey Pines Boulevard, where westbound buses would be turning left from SR-160. If NDOT determines that two westbound general traffic left turn lanes are not required, consideration could be given to implementing a bus-only left turn lane in lieu of a buffer lane (Option 3 above) at this location. 6-6
6. SR-160 Corridor Improvement Plan RTC SR-160 Corridor Study 6.4.3 Bus Signal Priority AASHTO’s “Guide for Park & Ride Facilities” 12 lists eleven different types of Bus Signal Priority strategies, which are as follows. Unconditional priority: priority is given whenever a bus detector requests it from signals. Conditional priority: includes variables that may limit priority given, such as bus occupancy, queue length, and time since last priority was granted. Phase: part of the traffic signal time cycle allocated to any combination of traffic movements receiving right-of-way simultaneously during one or more intervals. Green extension: green phase is extended when bus is nearby to allow it to go through. Special phase: a special green phase is injected into the normal phase sequence while all other phases are stopped. Compensation: green time is allocated to a non-priority phase that was truncated to make up for lost time. Red truncation: if the bus arrives at an intersection during the beginning or middle of a red phase, the red phase is truncated and green phase is injected to allow the bus to go through. Early start: when bus arrives at intersection during a red, green follows quicker than usual. Green recall: a green phase is displayed each cycle whether demand exists or not. Synchronization: timing groups of traffic signals along an arterial to provide for the smooth movement of traffic with minimal stops. Phase suppression: one or more non-priority phases with low demand may be omitted from the normal phase sequence. The strategy implemented at queue-jumping lane intersections would likely include one of the TSP solutions listed above, or it could simply provide a green signal to the queuejumping lane approximately five to ten seconds prior to the green signal for the general traffic lanes, either on every cycle or only when a bus is detected. (All buses will be equipped with TSP emitters.) Such decisions would need to be made on a case-by-case basis at each intersection. TSP can be programmed to activate only in the peak direction during peak periods, or only if buses are running behind schedule (as determined by the bus operator). It is likely that 12 Ibid, p. 50 6-7
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State Route 160 (Blue Diamond Road)
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Table of Contents RTC SR-160 Corrid
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1. Executive Summary RTC SR-160 Cor
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2. Current Conditions of Study Area
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Page 37 and 38: 2. Current Conditions of Study Area
Page 43 and 44: 3. Overview of Transit Modes RTC SR
Page 59 and 60: 4. Evaluation Methodology RTC SR-16
Page 61 and 62: 4. Evaluation Methodology RTC SR-16
Page 63 and 64: 5. Alternative Development RTC SR-1
Page 83 and 84: 6. SR-160 Corridor Improvement Plan
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Page 101 and 102: 7. Proposed Park and Ride Facilitie
Page 123 and 124: 8. Estimated System Costs RTC SR-16
Page 133 and 134: A. Aerial Photographs of Blue Diamo
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A. Aerial Photographs of Blue Diamo
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B. Candidate Park & Ride Site Data
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C. SR-160 Major Intersections RTC S
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D. RTC Policies and Procedures RTC
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