Following fatal accidents involving discretionary right turns, such junctions have been installed with the red-amber-green turning arrow where feasible. CNA looks at how such traffic junctions are redesigned.
During a parliamentary debate the following year on
“My team of engineers needs to study the junction. Look at the volume , the existing traffic phasing, the vehicle profile and even the pedestrians. We also collect information on the surrounding environment and infrastructure, because that may limit what we can do.” “And then there are multiple lanes – that also affect how big a junction is. Multiple right-turn lanes will have adjacent cars obstructing each other's visibility of opposing traffic, and that adds to the risk.”
Narrow junctions or junctions with “a single lane or limited lanes” also pose an issue, “especially if it’s a busy junction”, he noted. Another possible solution is an “overhead” red-amber-green arrow, which LTA has currently implemented at some such junctions. “We look at what’s the most optimum design. Because with every change, there are multiple variables which change. Everything is related to everything else. It’s an iterative process; you have to run the simulation, change the design, run the simulation , then come to a steady state of optimisation.”
“If one person is asking for more time, I need to give a bigger slice of the pie and that could be at the expense of another person. It could be the pedestrian or it could be traffic in the opposite direction that’s in conflict. If you increase one portion, you decrease another portion.” Singapore’s roads have dynamic traffic phasing due to the Green Link Determining system, which adjusts the green time as traffic flow changes.
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