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Comments (2)
naegelec said
at 9:18 pm on Apr 7, 2017
prima facie, roundabouts do not have weaving sections. Either researchers are experimenting with different modeling techniques or/and there misunderstanding of "conflict point" negligence. I found report from 1952 published in the UK, that directly referred to roundabout's having a weaving section (1). Here it states "Roundabout Capacity "The capacity of a roundabout depends on its size, which governs the length of the weaving space between adjoining entrances.". I suppose "rotaries" were called "roundabouts" in the UK back in 1950's........ Regarding the misinterpretation of what conflict point and how that can be confused with an acceptable but miscalculated operations movement. The definition of conflict point "Traffic conflicts have typically been used for transportation safety studies, whereby observing and monitoring individual collisions may be impractical, unfeasible, or unsafe" (wiki definition) -04/17. Roundabout conflict points, have vehicular "diverge" and "merge" conflicts. To a novice this may indicate a weave section, because typical conflict point graphics don't differentiate between the types of "conflict point negligence". Public outreach experts or Roundabout Champions should make a clear distinction between "operational" and gross negligence.
(1): PERMANENT INTERNATIONAL ASSOCIATION 0F ROAD CONGRESSES IXth CONGRESS - LISBON, 1951 pg. -19-
Background on a Rotary: https://www.civil.iitb.ac.in/tvm/1111_nptel/566_Rotary/plain/
Operations Perspective: Roundabout Vs. Rotary http://www.cityofbrooklyncenter.org/DocumentCenter/Home/View/331
naegelec said
at 5:11 pm on Apr 8, 2017
An example, of weaving crashes or conflict points indicated in a 2013 study.
"The crashes at double-lane roundabouts were more clustered at the location where vehicles leave the roundabout (segment 6) on account of weaving movements and loss-of-control. The sideswipe or weaving movement crashes are primarily caused by
drivers on the inner lane who want to leave the roundabout but collide with circulating vehicles on the outer lane while the loss-of-control crashes are possibly the result of drivers who fail to keep their vehicle under control due to the centripetal force. Mandavilli et al. (2009) and Montella (2011) also
found that crashes at the entry and exit lanes dominated single-lane roundabouts whereas crashes at the exit-location were more present at double-lane roundabouts" - Identifying crash patterns on roundabouts: an exploratory study, E. Polders, S. Daniels, W. Casters, T. Brijs
http://www.steunpuntverkeersveiligheid.be/sites/default/files/RA-2013-004.pdf
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