1 I MPROVING ROAD SAFETY AND OPERATIONS OF URBAN ARTERIALS: The study-case of Viale Ariosto in Sesto...

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IMPROVING ROAD SAFETY AND OPERATIONS OF URBAN ARTERIALS:The study-case of Viale Ariosto in Sesto

Fiorentino, Florence (Italy)

Antonio PratelliDepartment of Civil Engineering “Vie e Trasporti”

University of Pisa (Italy)

CE552 Highway Safety Meeting7th April 2009

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Tuscany Tuscany (Central Italy)(Central Italy)L

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Sesto Fiorentino Sesto Fiorentino (“Florence Belt”)(“Florence Belt”)L

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Urban street: Park Avenue

Length: 1700 mt (1,06 miles)

Main intersections: 5 (2 roundabouts + 3 signals)

Traffic: 1900-2100 vph (AM peak flow rates)

Passing trough vehicles (Master Plan forecasts): 67%

VIALE ARIOSTOVIALE ARIOSTOL

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• Reducing traffic congestion

44 MAIN GOALS MAIN GOALS

Traffic negative impacts mitigation (pollutions, noise, delays and queues)

Enhancing and improving roadway environment and urban landscape

• Increasing road safety for all road users (vehicles + pedestrians + bicyclists)

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• Construction divided into two different lots (due to both functional and economic matters):

Lot 1) from Via Querciola to Via Rimaggio (950 m);

Lot 2) from Via Pavese to Via Neruda (750 m).

THETHE “ARIOSTO” “ARIOSTO” PROJECTPROJECT System approach design: the project has been extended

to the arterial in its whole.

We show some interesting design items, such as: - Querciola and Pavese (roundabout functional improvement); - Gavine and Oca Bianca (traffic calming device);

- Neruda (conversion from signal to roundabout);

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THE THE “ARIOSTO”“ARIOSTO”PROJECTPROJECT (2)(2)

We show some interesting design items, such as:

Querciola and Pavese (roundabout functional

improvement);

Gavine and Oca Bianca (traffic calming devices);

Neruda (conversion from signal to roundabout).

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VIA QUERCIOLAVIA QUERCIOLAL

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VIA QUERCIOLAVIA QUERCIOLADESIGN CATEGORY:Improving the present roundabout via geometrical corrections related to the European standards.

NEW GEOMETRY FEATURES:

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VIA QUERCIOLAVIA QUERCIOLA (before)(before)L

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VIA QUERCIOLAVIA QUERCIOLA (after)(after)L

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VIA QUERCIOLAVIA QUERCIOLA (superimposed)(superimposed)L

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WHITE = actual

RED = design

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VIA QUERCIOLAVIA QUERCIOLA

EXPECTED RESULTS* (AM peak scenario):Entry direction: Present state Design state Difference %

1) VIA TOGLIATTI Average delay = 51 sec/v Average delay = 6,5 sec/v 87 %

99%Queues > 180 m 99%Queues 42 m 77 % (min.)

Entry capacity = 983 vph Entry capacity = 1549 vph + 58 %

2) VIA QUERCIOLA (sud) Average delay = 6 sec/v Average delay = 3,5 sec 42 %

99%Queues = 12 m 99%Queues = 12 m 0 %

Entry Capacity = 615 vph Capacità = 1048 veic/h + 70 %

3) VIALE ARIOSTO Average delay > 60 sec/v Average delay = 19 sec 68 % (min.)

99%Queues > 180 mt 99%Queues = 150 mt 17 % (min.)


4) VIA QUERCIOLA (nord) Average delay = 42 sec/v Attesa media = 5,5 sec/v 87 %

99%Queues = 84 m 99%Queues = 30 m 64 %


(*) Values obtained by SETRA model for large roundabouts.

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VIA QUERCIOLA VIA QUERCIOLA (3D simulation)(3D simulation)

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VIA QUERCIOLA VIA QUERCIOLA (yesterday)(yesterday)

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VIA QUERCIOLA VIA QUERCIOLA (today)(today)

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GAVINE & “OCA BIANCA”GAVINE & “OCA BIANCA”L

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GAVINEGAVINEDESIGN CATEGORY:Traffic calming features obtained by insertion of a median traffic island to carry out: 1) safe island for pedestrians crossing the road; 2) left turns elimination; 3) make a severe obstacle to bikers overpassing the bus where the bus stop is placed.

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GAVINEGAVINE

EXPECTED RESULTS:Accidents reduction due to:

• Suppression of all the left turn conflict points.

• Better protection offered to pedestrians at the zebra-crossing.

• Impeding dangerous overpasses, especially for mopeds and bikes, of the bus stopped at the bus stop.

Global increase of road safety (with low costs).Lec

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GAVINEGAVINE (today)(today)

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““Oca Bianca” - GiardiniOca Bianca” - Giardini

DESIGN CATEGORY:

1. Removal of the pedestrian actuated signal (due to the actual poor pedestrians rate of flows).

2. Insertion of a new median traffic island to carry out: • safe island for pedestrians crossing the road;• left turns conflicts elimination; • make a severe obstacle to bikers overpassing

the bus where the bus stop is placed.

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Previous layout

Design layout

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Via

Laz

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Via

Laz

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Via C

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Via C

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Viale Ariosto

Viale Ariosto

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VIA PAVESEVIA PAVESEL

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VIA PAVESEVIA PAVESE

DESIGN CATEGORY:Improving the present roundabout via geometrical corrections related to the European standards.

NEW GEOMETRY FEATURES:

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Via PaveseVia Pavese

Via Via OsmannoroOsmannoro

Viale Viale AriostoAriosto

Viale Viale AriostoAriosto Aerial view of the situation before works.

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VIA PAVESE VIA PAVESE (design layout)(design layout)

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9VIA PAVESE VIA PAVESE (superimposed)(superimposed)

WHITE = actual

RED = design

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EXPECTED RESULTS*: DELAYS (weekday AM peak scenario ):

Entry E[t] before E[t] design (sec/veic)

% LoSBefore LoSDesign

1) Viale Ariosto (Ovest)

14 5 - 9 - 64% B A

2) Via Osmannoro

4 3 - 1 - 25% A A

3) Viale Ariosto (Est)

8 3,5 - 4,5 - 56% A A

4) Via Pavese

> 60 9 > - 50 > - 90% F A


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EXPECTED RESULTS*: QUEUES (weekday AM peak scenario ):


Entry L99 before

L99

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(vehicles)

(metres)%


12 6 - 6 - 36 - 50%

2) Via Osmannoro

4 3 - 1 - 6 - 25%


7 4 - 3 - 18 - 43%

4) Via Pavese > 30 8 > - 20 > - 120 > - 90%

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9VIA PAVESE VIA PAVESE (under (under

construction)construction)

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VIA NERUDAVIA NERUDAL

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9VIA NERUDA VIA NERUDA (under (under

construction)construction)

DESIGN CATEGORY:The signal controlled intersection is replaced with a large roundabout.

GEOMETRY FEATURES:

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9VIA NERUDA VIA NERUDA (before)(before)

Viale dei Mille

Viale dei Mille

Via Neruda

Via Neruda

Viale

Viale

Ari

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Arios

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9VIA NERUDA VIA NERUDA (design layout)(design layout)

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9VIA NERUDAVIA NERUDA

COMPARISON BETWEEN DELAYS* (weekday AM peak scenario):

Entry E[t] signal

E[t] roundabout

(sec/veic)

% LoSsignal LoSround


44,1 2,5 - 41,6 - 94% D A

2) Via Neruda 27,6 2,5 - 25,1 - 91% C A


10,3 3 - 7,3 - 71% B A

4) Viale dei Mille

19,6 2,5 - 17,1 - 87% B A

(*) Values obtained by SETRA model (roundabout) and by HCS 5.2 (signalized intersection).

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9VIA NERUDAVIA NERUDA

COMPARISON BETWEEN QUEUES* (weekday AM peak scenario):

(*) Values obtained by SETRA model (roundabout) and by HCS 5.2 (signalized intersection).

Entry L98 signal

L99

roundabout

(cars)

(metres)%


26 3 - 23 - 138 - 88%

2) Via Neruda

11 3 - 8 - 48 - 73%


3 2 - 1 - 6 - 33%

4) Viale dei Mille

8 3 - 5 - 30 - 62%

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9VIA NERUDA VIA NERUDA (the road yard (the road yard

wallpaper)wallpaper)

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9VIA NERUDA VIA NERUDA (work in progress, April-July (work in progress, April-July

2008)2008)

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IMPROVING ROAD SAFETY AND OPERATIONS OF URBAN ARTERIALS:The study-case of Viale Ariosto in Sesto

Fiorentino, Florence (Italy)

Antonio PratelliDepartment of Civil Engineering “Vie e Trasporti”

University of Pisa (Italy)

ISU – Iowa DOT Meeting6th April 2009

Many thanks fo

r your a

ttentio

n

1 I MPROVING ROAD SAFETY AND OPERATIONS OF URBAN ARTERIALS: The study-case of Viale Ariosto in Sesto...

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