Safety aspects of freeway weaving sections |
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| Institution: | 1. Institute of Transportation Studies, University of California, 522 Social Science Tower, Irvine, CA 92697, USA;2. Department of Civil and Environmental Engineering, Institute of Transportation Studies, University of California, 522 Social Science Tower, Irvine, CA 92697, USA;1. Department of Civil Engineering, The University of Texas at El Paso, 500 W. University Ave, El Paso, TX 79968, USA;2. Department of Electrical & Computer Engineering, The University of Texas at El Paso, 500 W. University Ave, El Paso, TX 79968, USA;1. Department of Civil and Environmental Engineering and Engineering Mechanics, University of Dayton, 300 College Park Ave., Dayton, OH 45469, United States;2. Aylo Engineering S.A.R.L., Kornet Chehwen, Main Road, Metn, Lebanon;3. Geotest Engineering, Inc., 5600 Bintliff, Houston, TX 77036, United States;1. School of Civil Engineering, The University of Queensland, St. Lucia Qld 4072, Brisbane, Australia;2. School of Civil Engineering & Built Environment, Science and Engineering Faculty, Queensland University of Technology, 2 George St GPO Box, 2434 Brisbane, Qld 4001, Australia;3. Faculty of Civil Engineering and Geosciences, Delft University of Technology, Stevinweg 1, 2628 CN Delft, the Netherlands;1. Department of Civil and Environmental Engineering, University of Delaware, United States;2. John A. Reif, Jr. Department of Civil and Environmental Engineering, New Jersey Institute of Technology, United States |
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| Abstract: | One source of vehicle conflict is the freeway weaving section, where a merge and diverge in close proximity require vehicles either entering or exiting the freeway to execute one or more lane changes. Using accident data for a portion of Southern California, we examined accidents that occurred on three types of weaving sections defined in traffic engineering: Type A, where every merging or diverging vehicle must execute one lane change, Type B, where either merging or diverging can be done without changing lanes, and Type C, where one maneuver requires at least two lane changes. We found no difference among these three types in terms of overall accident rates for 55 weaving sections over one year (1998). However, there were significant differences in terms of the types of accidents that occur within these types in terms of severity, and location of the primary collision, the factors causing the accident, and the time period in which the accident is most likely to occur. These differences in aspects of safety lead to implications for traffic engineering improvements. |
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