Design Guidance for Channelized Right-Turn Lanes (2014) / Chapter Skim
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Chapter 6. Interpretation of Results and Design Guidance This chapter presents the interpretation of the research results and provides a basis for the design guidance presented in the guidelines in Appendix A
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Application of Channelized Right-Turn Lanes 6.1 The research results indicate that channelized right-turn lanes have a definite role in improving operations and safety at intersections. However, to achieve these benefits they should have consistent design and traffic control and should be used at appropriate locations.
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because RTL approaches have longer pedestrian crossing distances on the through roadway than CRT or STR approaches with similar overall cross sections, because pedestrians on an RTL approach must cross not only the through lanes but also the right-turn lane. A further advantage of CRT approaches is that they have a refuge island for pedestrians, providing the opportunity for crossing the intersection in a two-step process.
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There is no strong technical basis for recommending one crosswalk location over another, other than the need for consistency. However, consistency in locating crosswalks is important, especially to pedestrians with vision impairment, and current practice shows a clear preference for crosswalk locations near the center of a channelized right-turn lane.
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• Use of a real-time warning device to indicate to the motorist when a pedestrian is present in the area (may be activated via passive detection technologies such as microwave or infrared or via traditional methods such as push buttons)
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Acceleration Lanes Acceleration lanes at the downstream end of a channelized right-turn lane provide an opportunity for vehicles to complete the right-turn maneuver unimpeded and then accelerate parallel to the cross-street traffic prior to merging. The traffic operational analysis in Chapter 4 of this report found that the addition of an acceleration lane can reduce the right-turn delay by 65 to 85 percent, depending on the conflicting through traffic volume, and may be considered where right-turn delay is a particular problem.
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Figure 37. Right-Turn Overlap 99
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