ATIENZA, Corinne June M.

SCORE:
Group 2 | CE-4204 | S.N. 5 April 29, 2019

TECHNICAL REPORT 3
TOPIC: Traffic Studies
SUBTOPIC: Treatment of Left Turn Traffic
OUTLINE: Left Turn Traffic
Treatment of Left Turn Traffic
Without Left Turn Phase
With Fixed Time Left Turn Phase
With Actuated Left Turn Phase
Common Mistakes – Left Turn Road Traffic

CONTENT:
Left Turn Traffic
Why have a page on left turns? Because they are the most misunderstood part of
traffic law. Exclusive turning lanes for vehicles remove stopped vehicles from through
traffic. Left-turn lanes at intersections substantially reduce rear-end crashes. A major
synthesis of research on left-turn lanes demonstrated that exclusive turn lanes reduce
crashes between 18 to 77 percent (50 percent average) and reduce rear-end collisions
between 60 and 88 percent.
Left-turn lanes also substantially increase the capacity of many roadways. A
shared left-turn and through lane has about 40 to 60 percent the capacity of a standard
through lane. A synthesis of research on this topic found a 25 percent increase in
capacity, on average, for roadways that added a left-turn lane.

Treatment of Left Turn Traffic

Left-Turn Treatments at Intersections will be of interest to traffic engineers in both
the public and private sectors, as well as to design engineers, safety and law enforcement
officials, traffic signal technicians, and others concerned with the accommodation of non-
motorized transportation (pedestrians and bicycles) on the roadway. The synthesis
describes the traffic conditions, signalization, signing, and geometric design issues
associated with accommodating left-turning vehicles at intersections.
If left turn traffic is allowed at the intersection, three types of control may be
considered: (1) without phase, (2) with fixed time left turn phase, and (3) with actuated
left turn phase.

Without Left Turn Phase

As a rule, multiple phase should be avoided whenever possible because they
generally require an increase in the overall cycle length. Other options may be
considered: left turn bays, shorter cycle lengths, leading or lagging greens or both, turn
prohibitions. In the case of without left turn phase, it is apparent that left turners have to
depend on the available gaps in the opposing through traffic. Given a sufficient length of
left turn bay, the interaction between left turners and through traffic can be avoided. If
there is no left turn bay, the left-turning vehicles are mixed with straight-ahead and right-
naming vehicles (in ease of single lane) on the same approach. This may have the
following effects on the traffic flow:
a) Because they are delayed from turning left by other vehicles in the traffic stream,
they delay straight-ahead vehicles that may be following them.
b) The presence of left-turning vehicles in a particular lane tends to inhibit the use of
this lane by straight-ahead vehicles.
c) Those left-turning vehicles that remain in the intersection after the expiration of the
green period delay the start of the next phase until they have completed their left-
turning maneuver.

With Fixed Time Left Turn Phase

As the volume of left turn traffic increases, providing additional phase for them
seems inevitable. The simplest alternative is a fixed time left turn phase. For any given
traffic with the signals operating under fixed time control, the duration of the cycle affects
the average delay of vehicles passing through the intersection. Where the cycle time is
very short, the proportion of the cycle time occupied by the lost time in the green period
and by starting delays is high, making the signal control inefficient and causing lengthy
delays.
On the other hand, when the cycle time is considerably long, waiting vehicles will
clear the stop line during the early span of the green period and the only vehicles crossing
during the latter part of the green period will be those that subsequently arrive, often at
longer headways. The discharge rate across the stop line is greatest when there is a
queue on the approach. This also results in inefficient operation.

With Traffic-Actuated Left Turn Phase

For left turn traffic using traffic-actuated control, a special feature is that prior to the
beginning of green for left turn, the system checks whether there is a vehicle waiting, and
if found none, left turn phase is automatically skipped and the next phase begins. On the
other hand, if there is a vehicle waiting, then a minimum green period is given, and it may
be extended when there is continuous demand.
In the case of no exclusive left turn
phase, there is usually enough time for left
turners during green if there is relatively
light opposing traffic. However, as opposing
traffic increases, long queue may not be
able to give the left turners the chance to
clear the intersection through available
gaps. Or even if the opposing queue ends,
the green time left with random flow may be
too short to clear all left turners waiting for
gaps. Observation at the intersection will
show that those left turners leading the queue position themselves in the center of the
intersection and turn during the yellow period or the start of red interval. For high opposing
traffic, this hangmen period serves as the main source of left-turning traffic.
In the case of no exclusive left turn phase happen, it can be said that left turn
capacity greatly depends on the amount of traffic opposing the left turn movement. The
left-turning vehicles must cross the intersection through gaps or lags.
 During normal conditions, the queue can be cleared after some of the green time
has been utilized and later the flow on the opposing traffic returns to free flow condition
wherein the vehicles arrive and depart from the stop line in random fashion. From this
point of time on, until the green time ends, the waiting left turners assess the gaps
available to them. Normally, the decision whether or not to accept the available gap is
made in the following manner:
a) No driver will accept a gap in the opposing stream that he or she belies will
certainly lead to a collision.
b) No driver gains admittance through intimidation of the opposing stream
drivers.

Dedicated Left Turn Phase

Common Mistakes – Left Turn Road Traffic

Here are some common mistakes when making left turns:
1. Advancing when light is green but not yielding to oncoming traffic will result in a
collision if there’s an oncoming vehicle.
2. Advancing when light is green but failing to shoulder check for pedestrians at the
crosswalk which results in a situation of failing to yield to pedestrians and to
oncoming vehicles.
3. Turning too wide as a result of excessive speed may cause a collision. Also, a
potential hazard is created by drivers who accelerate towards the intersection to
beat a flashing hand signal or simply ‘beating the red light’ at high speed, the
vehicle is unable to turn onto the left lane. Instead it enters into the right lane forcing
the other vehicle to take evasive actions.
 4. Turning left at the same time as a right turning vehicle is turning into the adjacent
lane. This situation creates a crash potential.
5. A large vehicle waiting to make a left turn from the opposite side may obstruct your
view of oncoming vehicles taking a risk and turning left while unsure of oncoming
traffic may result in a collision.
6. Following another vehicle into the intersection is not permitted. Only one vehicle
should advance into the intersection at a time.
7. The correct approach to make a left turn with a dedicated left turn lane is to enter
it as soon as possible. Observe signals and shoulders. Check if the traffic signal
shows an arrows indicated turn, proceed when arrow is green. If there’s no arrow,
advanced into the intersection keeping vehicle wheels straight. Yield to oncoming
vehicles and pedestrians at crosswalks and then proceed when safe into the left
lane.
8. The correct approach to make a left turn without a dedicated left turn lane but with
a light controlled intersection is to wait for the green light in the left lane. When light
is green, advance into the intersection keeping vehicle wheels straight and
proceed when oncoming vehicles have cleared the intersection and pedestrians
have cleared the crosswalk.

Conclusion

Traffic Signal is an important aspect in Transportation Engineering. It hinders the

rise of hazards and potential accidents. Included in here is the Left Turn Traffic in an
intersection. It’s a widely known source of accident in the Philippines. If it is allowed,
three types of control may be used. First is the without left turn phase wherein there's no
given time for vehicles to turn left. Left turners have to depend with the available gaps.
Next one is with fixed time left turn phase where vehicles have their own moment for
them to turn left. The last type that could be considered is with traffic actuated left turn
phase. In here, a special device is used to know the capacity of traffic turning left.

In conclusion, the types of left turn phase must be known by every motorist. In addition,
these types must be considered when making an intersection.
References

Sigua, R.G. 2008. Fundamentals of Traffic Engineering. UP Campus Diliman Quezon

City: The University of the Philippines Press.

https://www.youtube.com/watch?v=gdNWP6tmJHw

Benefits of Access Management. Federal Highway Administration. Retrieved at

https://safety.fhwa.dot.gov/geometric/pubs/accessmgmtbrochure/turning.htm