Capacity & Level of Service: Highways & Signalized Intersections (Indo-HCM)Vijai Krishnan V
This presentation gives a glimpse on estimating the capacity and Level of Service (LOS) of highway midblock sections and signalized intersections under heterogeneous traffic conditions using the Indo-HCM 2017 Manual. It also compares the Indo-HCM LOS estimation methods with US-HCM. Some practice questions are also included.
I acknowledge the co-author Ms. Sethulakshmi G (Ph. D. Scholar, NIT Surathkal) for her valuable contribution to this presentation.
Capacity & Level of Service: Highways & Signalized Intersections (Indo-HCM)Vijai Krishnan V
This presentation gives a glimpse on estimating the capacity and Level of Service (LOS) of highway midblock sections and signalized intersections under heterogeneous traffic conditions using the Indo-HCM 2017 Manual. It also compares the Indo-HCM LOS estimation methods with US-HCM. Some practice questions are also included.
I acknowledge the co-author Ms. Sethulakshmi G (Ph. D. Scholar, NIT Surathkal) for her valuable contribution to this presentation.
CALCULATION OF PARAMETERS OF HYDRODYNAMICALLY STABLE EARTH DUCTSSubmissionResearchpa
The article describes the calculation of the parameters of soil-channel channels with hydrodynamic stability. It provides formulas to calculate the width and depth of water in large channels with hydrodynamically strong earth channels using existing studies S.S. Eshev, M.I. Rakhmatov, & A.R. Rakhimov. (2020). CALCULATION OF PARAMETERS OF HYDRODYNAMICALLY STABLE EARTH DUCTS. International Journal on Orange Technologies, 2(10), 58-60. https://doi.org/10.31149/ijot.v2i2.686 Pdf Url: https://journals.researchparks.org/index.php/IJOT/article/view/686/647 Paper Url: https://journals.researchparks.org/index.php/IJOT/article/view/686
The International Journal of Engineering and Science (The IJES)theijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
CALCULATION OF PARAMETERS OF HYDRODYNAMICALLY STABLE EARTH DUCTSSubmissionResearchpa
The article describes the calculation of the parameters of soil-channel channels with hydrodynamic stability. It provides formulas to calculate the width and depth of water in large channels with hydrodynamically strong earth channels using existing studies S.S. Eshev, M.I. Rakhmatov, & A.R. Rakhimov. (2020). CALCULATION OF PARAMETERS OF HYDRODYNAMICALLY STABLE EARTH DUCTS. International Journal on Orange Technologies, 2(10), 58-60. https://doi.org/10.31149/ijot.v2i2.686 Pdf Url: https://journals.researchparks.org/index.php/IJOT/article/view/686/647 Paper Url: https://journals.researchparks.org/index.php/IJOT/article/view/686
The International Journal of Engineering and Science (The IJES)theijes
The International Journal of Engineering & Science is aimed at providing a platform for researchers, engineers, scientists, or educators to publish their original research results, to exchange new ideas, to disseminate information in innovative designs, engineering experiences and technological skills. It is also the Journal's objective to promote engineering and technology education. All papers submitted to the Journal will be blind peer-reviewed. Only original articles will be published.
Operatioal analysis of any road is necessary for its design,planning and implementation procedure.This article mostly deals with preliminary proposal of two lane road of eastern region of Nepal.due to increased traffic condition servicabilty and level of service of koshi higway is found to be very poor hence Dharan submetropolitan city's part is analysed.
A study on gap acceptance of unsignalized intersection under mixed traffic co...eSAT Publishing House
IJRET : International Journal of Research in Engineering and Technology is an international peer reviewed, online journal published by eSAT Publishing House for the enhancement of research in various disciplines of Engineering and Technology. The aim and scope of the journal is to provide an academic medium and an important reference for the advancement and dissemination of research results that support high-level learning, teaching and research in the fields of Engineering and Technology. We bring together Scientists, Academician, Field Engineers, Scholars and Students of related fields of Engineering and Technology.
Focused on the lane occupancy phenomenon, this paper analyzes the roads during two different accidents to the evacuation period. Firstly, according to the statistical data, this paper calculated the correction coefficients under the road traffic condition, and then obtained the actual traffic capacity result at each moment of the road when combining the function model of the actual traffic capacity corrected by the running speed and the road traffic condition. Next the actual traffic capacity results are fitted to the Smooth spline interpolation, and then the actual traffic capacity is further verified by the traffic congestion situation. The actual traffic capacity of the road during the accident to evacuation is summarized as follows: the actual traffic capacity shows a nonlinear trend, that is, ascending-attenuating-recovering and gradually stabilizing. Finally, using Mann-Whitney U test to carry out the difference test on the actual traffic capacity, it is found that there is significant difference between the two groups of data, and the actual traffic capacity of the second case is stronger than that of the first one, and the reasons for the difference are analyzed as follows: the ratio of the steering traffic volume at the downstream intersection is different; this road section includes the community intersection and there are vehicles entering and leaving; meanwhile the speed of each lane is different and there are buildings near the lane. The above conclusions will provide theoretical basis for the traffic management department to correctly guide the vehicle driving, approve the road construction, design the road channelization plan, set the roadside parking space and the non-port-type bus stations.
Relevant transportation topics covered in class· Traffic Contr.docxsodhi3
Relevant transportation topics covered in class
· Traffic Control and Analysis at Signalized Intersections
Signals offer the maximum degree of control at intersections. They relay messages of both what to do and what not to do. The primary function of any traffic signal is to assign right of way to conflicting movements of traffic at an intersection, and it does this by permitting conflicting streams of traffic to share the same intersection by means of time separation.
By alternately assigning right of way to various traffic movements, signals provide for the orderly movement of conflicting flows. They may interrupt extremely heavy flows to permit the crossing of minor movements that could not otherwise move safely through the intersection.
When properly timed, traffic signals increase the traffic handling capacity of an intersection, and when installed under conditions that justify its use, it is a valuable device for improving the safety and efficiency of both pedestrian and vehicular traffic. In particular, signals may reduce certain types of accidents, most notably the angle (broadside) collision.
Green time. The amount of time within a cycle for which a movement or combination of movements receives a green indication (the illumination of a signal lens). This is expressed in seconds and given the symbol G.
Yellow time. The amount of time within a cycle for which a movement or combination of movements receives a yellow indication. This is expressed in seconds and given the symbol Y. This time is referred to as the change interval, as it alerts drivers that the signal indication is about to change from green to red.
Red time. The amount of time within a cycle for which a movement or combination of movements receives a red indication. This is expressed in seconds and given the symbol R.
All-red time. The time within a cycle in which all approaches have a red indication (expressed in seconds and given the symbol AR). This time is referred to as the clearance interval, because it allows vehicles that might have entered at the end of the yellow interval to clear the intersection before the green phase starts for the next conflicting movement(s). This type of interval is becoming increasingly common for safety reasons because the rate of vehicles entering at the end of the yellow and beginning of the red indication has steadily increased in recent years.
Pretimed. A signal whose timing (cycle length, green time, etc.) is fixed over specified time periods and does not change in response to changes in traffic flow at the intersection. No vehicle detection is necessary with this mode of operation.
Semi-actuated. A signal whose timing (cycle length, green time, etc.) is affected when vehicles are detected (by video, pavement-embedded inductance loop detectors, etc.) on some, but not all, approaches. This mode of operation is usually found where a low-volume road intersects a high- volume road, often referred to as the minor and major street ...
LA HUG - Video Testimonials with Chynna Morgan - June 2024Lital Barkan
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RMD24 | Debunking the non-endemic revenue myth Marvin Vacquier Droop | First ...BBPMedia1
Marvin neemt je in deze presentatie mee in de voordelen van non-endemic advertising op retail media netwerken. Hij brengt ook de uitdagingen in beeld die de markt op dit moment heeft op het gebied van retail media voor niet-leveranciers.
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Digital Transformation and IT Strategy Toolkit and TemplatesAurelien Domont, MBA
This Digital Transformation and IT Strategy Toolkit was created by ex-McKinsey, Deloitte and BCG Management Consultants, after more than 5,000 hours of work. It is considered the world's best & most comprehensive Digital Transformation and IT Strategy Toolkit. It includes all the Frameworks, Best Practices & Templates required to successfully undertake the Digital Transformation of your organization and define a robust IT Strategy.
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Memorandum Of Association Constitution of Company.pptseri bangash
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A Memorandum of Association (MOA) is a legal document that outlines the fundamental principles and objectives upon which a company operates. It serves as the company's charter or constitution and defines the scope of its activities. Here's a detailed note on the MOA:
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Sustainability has become an increasingly critical topic as the world recognizes the need to protect our planet and its resources for future generations. Sustainability means meeting our current needs without compromising the ability of future generations to meet theirs. It involves long-term planning and consideration of the consequences of our actions. The goal is to create strategies that ensure the long-term viability of People, Planet, and Profit.
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Operational evaluation of road
1. Civil and Environmental Research www.iiste.org
ISSN 2224-5790 (Paper) ISSN 2225-0514 (Online)
Vol.6, No.8, 2014
Operational Evaluation of Road 2 – Road 6 Intersection at Obafemi
Awolowo University, Ile – Ife, Osun State, Nigeria.
Hussein Mohammed
Department of Civil Engineering, Obafemi Awolowo University, Ile – Ife, Nigeria
* E-mail of the corresponding author: hmesteem@yahoo.com
Abstract
Over the recent years traffic at the Road 2 – Road 5 intersection has been observed to be high at peak hours. This
situation sometimes becomes frustrating as a result of long queues. Accidents have even occurred in some
instances. The need to proffer solution to this problem, therefore becomes imperative, hence this study. The
geometric characteristics and the traffic and the signalized conditions of the intersection were determined using
standard procedures The intersection geometrics show that, there are two lanes on all approaches, with an
average width of 3.65 m. The terrain is level and there is no storage bay. Raised islands are provided to separate
the traffic streams. There are no lane and pedestrian markings. The saturation flows (s), for the East Bound (EB),
West Bound (WB), North Bound (NB) and South Bound (SB) traffic, were, 2306, 1948, 1561 and 1569 veh. / h
respectively, while the critical v/c ratio value for the intersection was, 0.54.The uniform delay, d1,for EB and
WB, and NB and SB, were 10 and 26 sec. / veh. respectively; while the values for their incremental delays, d2,
were, 0.44, 0.56, 0.41 and 0.47sec. / veh. respectively. The average intersection delay is, 13 sec / veh., which put
the level of service (LOS), at B. It can therefore be concluded that, there is a slight delay at the intersection,
which could probably be attributed to the inadequate geometrics of the intersection. A new geometric
configuration was therefore proposed to eliminate this delay.
Keywords: Intersection, Geometrics, Saturation Flow, Critical v/c Ratio, Average delay and Level of Service
(LOS).
1. Introduction
An intersection is an area shared by two or more roads, whose main function is to provide for the change of route
directions. Intersections vary in complexity from a simple intersection: which may have only two roads crossing
at a right angle to each other, to a more complex intersection at which three or more roads cross within the same
area. Drivers, therefore have to make a decision at an intersection concerning which of the alternative routes they
which to take. This effort which are not required at non-intersection areas of the road, is the part of the reason
why intersections tend to have a high potential for crashes (Garber and Hoel, 2010)
An intersection is an important part of a road because, to a good extent, the efficiency, safety, speed, cost of
operation and capacity depends on its design (Oguara, 2006).
Intersection channelization is used mainly to separate turn lanes from through lanes. A channelized intersection
consists of solid white lines or raised barriers which guide traffic within a lane so that vehicles can safely
negotiate a complex intersection. When raised islands are used, they can also provide a refuge for pedestrians.
One of the most effective ways of controlling traffic at an intersection is the use of traffic signals. Traffic signals
can be used to eliminate many conflicts because different traffic streams can be assigned the use of the
intersection at different times. Since these results in a delay to vehicles in all streams, it is important that traffic
signals be used only when necessary. The most important factor that determines the need for traffic signals at a
particular intersection is the intersection’s approach traffic volume (Garber and Hoel, 2010).
The operation of an intersection is influenced by its geometric layout and the type of traffic control which affects
its accident potential and capacity. Queue lengths and delays at an intersection are a function of the inadequate
capacity at an intersection, volume of traffic and vehicle operating characteristics (FMT, 2007). In developing an
intersection design AASHTO recommends the consideration of the following elements – traffic consideration,
physical elements, economic factors and functional intersection area. One of the most critical aspects of
intersection design is the determination of the number of lanes needed on each approach. Furthermore,
considerations of capacity, safety, and efficiency, all influence the desirable number of lanes (Roess et al., 2004).
According to Federal Ministry of Transportation(Woks), 2007, the design of an at grade intersection is based on
traffic volume and turning movements, the time and duration of peak traffic volumes, traffic distribution and
composition of vehicular traffic during peak hours. Design is further influenced by the extent of control required
as determined by factors such as vehicle speeds, design capacities, pedestrian movements and accidents data. It
added that, an intersection is considered to be safe when it is perceptible, comprehensible and manoeuvrable..
Signal timing at an intersection, reduces the average delay of all vehicles and the probability of crashes; which
are achieved by minimizing the possible conflict points when assigning the right of way to different traffic
streams at different times. Consequently, delay is an important measure of effectiveness to use in the evaluation
of a signalized intersection (Garber and Hoel, 2010). For signalized intersection, capacity and level of service are
37
2. Civil and Environmental Research www.iiste.org
ISSN 2224-5790 (Paper) ISSN 2225-0514 (Online)
Vol.6, No.8, 2014
analyzed separately, and unlike other types of facilities, the two are not related to each other. It is however
necessary that both capacity and level of service be fully considered in the evaluation of the overall operation of
a signalized intersection. Capacity is based on the concept of saturation flow rates. Saturation flow rate is the
maximum rate of flow that can pass through a given intersection approach or lane group under prevailing traffic
and roadway conditions, assuming that the green phase was always available to the approach. The flow ratio for
a given approach or lane group is defined as the ratio of the actual flow rate to the saturation flow rate (Ogura,
2006). Level of service may be based on such things as travel times (or speed), total delay, probability of delay,
comfort, and safety amongst others (Banks, 2004).
The tasks involved in an operational analysis of an intersection include; identifying and recording the geometric
characteristics, identifying the traffic and signalized conditions, lane grouping and demand flow rate, saturation
flow rate, capacity analysis (v/c), and performance measures (Garber and Hoel, 2010).
The input data for an intersection analysis is as shown on Table 1.
Level of service criteria for signalized intersection is shown in Table 2.
Over the recent years traffic at this intersection has been observed to be horrendous at peak hours. This situation
sometimes becomes frustrating as a result of long queues. Accidents have even occurred in some instances. The
need to proffer solution to this problem, therefore becomes imperative, hence this study.
2. Materials and Methods
The intersection studied is the road 2- road 6 junctions at Obafemi Awolowo University, Ile – Ife, Osun State of
Nigeria. Figure 1 shows Osun State, Nigeria, while Plate 1 shows the intersection location.
The geometric characteristics and the traffic and the signalized conditions of the intersection were determined
using standard procedures.
The following parameters were thereafter determined using appropriate equations (Highway Capacity Manual,
2000):
(i) v = V/PHF Equation 1
Where, v = demand flow rate (veh./h), V = demand volume (veh./h) and PHF = peak-hour factor
(ii) s = soNfwfHVfgfpfbbfafLUfRTfLTfRpbfLpb Equation 2
Where:
S = saturation flow rate (veh./h)
So = base saturation flow rate per lane(pc/h/ln)
N = number lanes in lane group
fw = adjustment factor for lane group
fHV = adjustment factor for heavy vehicles in the stream
fg = adjustment factor for approach grade
fp = adjustment factor for existence of parking lane and parking
activity adjacent to lane group
fbb = adjustment factor for blocking effect of local buses that stop
38
within intersection area
fa = adjustment factor for area type
fLU = adjustment factor for lane utilization
fRT = adjustment factor for right turns in lane group
fLT = adjustment factor for left turns in lane group
fRpb = pedestrian – bicycle adjustment factor right-turn movement
fLpb = pedestrian – bicycle adjustment factor left-turn movement
(iii) c =si gi / C Equation 3
where
ci = capacity of lane group i(veh./h)
si = saturation flow rate
gi = effective green ratio for lane group
C = cycle length (s)
(iv) Xi= vi C / sigi Equation 4
where
Xi = (v/c)i = ratio for lane group i
vi = actual or projected demand flow rate for lane group(veh./h)
si = saturation flow rate for lane group (veh./h)
3. Civil and Environmental Research www.iiste.org
ISSN 2224-5790 (Paper) ISSN 2225-0514 (Online)
Vol.6, No.8, 2014
gi = effective green time for lane group (veh./h)
C = cycle length (s)
(v) Equation 5
39
where
Xc = critical v/c ratio for intersection
= summation of flow ratios for all critical lane groups i
C = cycle length (s)
L = total lost time per circle, computed as lost time, tl, for critical path of movement
(v) d=d1(PF)+d2+d3 Equation 6
where
d = control delay per vehicle (s/veh.)
d1 = uniform control delay assuming uniform arrivals (s/veh)
PF = uniform delay progression adjustment factor, which accounts for effects of signal progression
d2 = incremental delay to account for effect of random arrivals and oversaturation queues, adjusted
for duration of analysis period and type of signal control.
d3 = initial queue delay
Assumptions: arrival time type – AT 3, PF = 1
No initial queue, d3 = 0
Therefore,
d=d1+d2 Equation 7
where:
d1= Equation 8
d2=900T [(X-1)+ Equation 9
take K =0.5 and I =1
dA= Equation 10
where
dA = delay for approach A (s/veh.)
di = delay for lane group i (veh./h)
vi = adjusted flow for lane group i (veh./h)
3. Results and Discussion
The intersection configuration is as shown on Figure 2 and is of cross road type (Slinn et al., 2006). The
intersection geometrics show that, there are two lanes on all approaches, with an average width of 3.65 m. The
terrain is level. There is no storage bay, which means that there is no provision for left turn vehicles. In addition
the single lane configuration indicates that there is no provision for right turn vehicles either. Raised islands are
provided to separate the traffic streams. There are no lane and pedestrian markings.
The traffic count and signal parameters are as shown in Table 3. The demand volume (veh. / h), for the East
Bound (EB), West Bound (WB), North Bound (NB), and South Bound (SB) traffic were 364, 405, 44 and 66
respectively. The larger volumes of East Bound and West Bound traffic recorded are typical of collector roads as
aptly indicated on the location map. The peak hour factors (PHF), for EB, WB, NB and SB were, 0.72, 0.82, 0.56
and 0.74 respectively. Random arrival of vehicle was adopted for the intersection, which put arrival type (AT) at
3 (Garber and Hoel, 2010). There are no provisions for pedestrian crossing, bicycle approach and parking. Zero
(0) was therefore, entered for, parking maneuvers, Nm, bus stopping, NB (buses / h), and min. timing for
pedestrian, Gp (S). The green timings for EB and WB, and NB and SB are 30 seconds and 10 seconds
respectively. While their yellow timing are 3 seconds and 5 seconds respectively. Their cycle timings are 70
seconds and 63 seconds respectively. The volume adjustment and saturation flow rate are as shown on Table 4.
The adjustment flow rate, vp (veh. / h), for EB, WB, NB and SB, were 506, 494, 79 and 89 respectively. Same
values were adopted for adjustment flow rate in lane group, v (veh. / h), since there was no provision for either
left turn or right turn vehicles. The resulting saturation flows (s), for EB, WB, NB and SB, were therefore, 2306,
1948, 1561 and 1569 veh. / h respectively.
4. Civil and Environmental Research www.iiste.org
ISSN 2224-5790 (Paper) ISSN 2225-0514 (Online)
Vol.6, No.8, 2014
The critical v/c ratio value for the intersection was, thereafter determined to be 0.54, which indicates that, the
intersection is operating at under capacity. It also means that, the cycle length provided is adequate for all critical
movements. (Garber and Hoel, 2010)
The uniform delay, d1, for EB and WB, and NB and SB, were 10 and 26 sec. / veh., respectively, as shown on
Table 5, while the values for their incremental delays, d2, were, 0.44, 0.66, 0.41 and 0.47 sec. / veh., respectively,
as shown in Table 6. The approach lane group delay, d, for EB, WB, NB and SB, were, 10, 11, 26 and 26 sec. /
veh., respectively as shown on Table 7; while their level service (LOS), were, B, B, C and C, respectively. The
average intersection delay was therefore determined to be, 13 sec / veh., which put the level of service (LOS), at
B. This indicates a slight delay.
Since the intersection is operating at under capacity, this slight delay can be eliminated, by a reconfiguration of
the geometrics of the intersection as shown in Figure 3. This new geometrics provides for all turn movements by
creating additional lanes and storage bays.
5. Conclusion
The operational evaluation of road 2 – road 6 intersection was carried out.
The geometric configuration showed that, there is no provision for turning movement, and no lane and
pedestrian markings.
The critical v/c ratio was 0.54, average intersection delay 13 sec / veh., and level of service of, B.
It can therefore be concluded that, there is a slight delay at the intersection, which could probably be attributed to
inadequate geometrics of the intersection.
A reconfiguration of intersection is hereby proposed, to eliminate its under capacity operation and slight delay.
6. Acknowledgement
Messrs. V. O. Oyedokun, A. Oludipe, B. A. Lawal and D. A. Sheed are hereby acknowledged for their
contribution to this work.
References
Banks, J. H. “Transportation Engineering”, Malt House Press Limited, Lagos, Nigeria, 2006.
Garber N. J and Hoel, L. A. “Traffic and Highway Engineering”, 2nd Edition, McGraw Hill New York, USA,
40
2004.
Highway Capacity Manual, National Academy of Sciences, USA, 2000.
Oguara, T. M. “Highway Engineering: Pavement Design, Construction and Maintenance”, Malt House Press
Limited, Lagos, Nigeria, 2006.
Federal Ministry of Transportation (Works),”Highway Manual Part 1: Design”, Federal Ministry of
Transportation (Works), 2007
Roessi, R.P, Prassas, E.S and McShane, W.R, “Traffic Engineering”,3th Edition, Prearson Prentice Hall, USA
2004.
Slinn,.M, Guest, P and Matthews, P. “Traffic Engineering Design’ Elsevier Limited, New Delhi, India, 2005.
Source: http://www.ngex.com/nigeria/places/states/osun.htm
Figure 1: Map of Nigeria Showing Osun State State
6. Civil and Environmental Research www.iiste.org
ISSN 2224-5790 (Paper) ISSN 2225-0514 (Online)
Vol.6, No.8, 2014
Table .1: Input Data Needs for Each Analysis Lane Group
Type of Condition Parameter
Geometric conditions Area Type
42
Number of lanes, N
Average lane width, (m)
Grade, G (%)
Existence of exclusive LT or RT lanes
Length of storage bay, LT or RT lane, Ls (m)
Parking
Traffic conditions Demand volume by movement, V (veh/h)
Base saturation flow rate, so (pc/h/ln)
Peak-hour factor, PHF
Percent heavy vehicles, HV (%)
Approach pedestrian flow rate, vped (p/h)
Local buses stopping at intersection, NB (buses/h)
Parking activity, Nm (maneuvers/h)
Arrival type, AT
Signalization conditions Cycle length, C (s)
Green time, G (s)
Yellow time), Y (s)
Source: Garber and Hoel, 2010.
Table 2: Level-of-Service Criteria for Signalized Intersections
Level of Service Control Delay Per Vehicle (sec)
A 10.0
B >10.0 and 20.0
C > 20.0 and 35.0
D > 35.0 and 55.0
E > 55.0 and 80.0
F > 80.0
Source: Garber and Hoel, 2010.
Table 3: Volume and Timing Input
Parameter
EB WB NB SB
LT TH RT LT TH RT LT TH RT LT TH RT
Volume,V(veh./h) 364 405 44 66
% heavy vehicles, % HV 4 2 2 0 2 2 0 3 1 1 4 1
Peak hour factor, PHF 0.72 0.82 0.56 0.74
Arrrival type, AT 3 3 3 3
Approach pedestrian volume, vped.(p/h) N N N N
Approach bicycle volume, vblc (bicycle/h) N N N N
Parking (Y or N) N N N N
Parking maneuvres, Nm(maneuvres) 0 0 0 0
Bus stopping, NB (buses/h) 0 0 0 0
Min. timing for pedestrians,Gp(s) 0 0 0 0
Timing G = 30, Y = 3 G = 10, Y = 5
Cycle length 70 63
7. Civil and Environmental Research www.iiste.org
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Vol.6, No.8, 2014
43
Table 3 : Volume adjustment and Saturation Flow Rate
Parameters
EB WB NB SB
LT TH RT ;LT TH RT LT TH RT LT TH RT
Volume,V(veh./h) 364 405 44 66
Peak hour factor, PHF 0.72 0.82 0.56 0.74
Ajustment flow rate, vp = V/PHF (veh./h) 506 494 79 89
Ajustment flow rate in lane group, v =
(veh./h) 506 494 79 89
Proportion of LT or RT (PLT or PRT) 0.14 0.82 0.04 0.04 0.85 0.04 0.5 0.06 0.46 0.49 0.03 0.48
Base flow, so(pc/h/ln.) 1900 1900 1900 1900
Number of lanes, N 1 1 1 1
Lane width adjustment factor, fw 1.12 1.13 1 1.13
Heavy vehicle adjusment factor, fHV 0.994 0.994 0.994 0.994
Grade adjusment factor, fg 0.993 0.993 0.993 0.993
Parking adjusment factor, fp 1 1 1 1
Bus blockage adjusment factor, fbb 1 1 1 1
Area adjusment factor, fa 0.9 0.9 0.9 0.9
Lane utilization adjusment factor, fLU 1.225 1.175 0.908 0.908
Left-turn adjustment factor, fLT 0.994 0.984 0.931 0.928
Right-turn adjusment factor, fRT 0.993 0.998 0.977 0.976
Left-turn ped./bike adjustment factor, fLpb 1 1 1 1
Right-turn ped./bike adjusment factor, fRpb 1 1 1 1
Adjustmted saturation flow s (veh./h), )
s = soNfwfHVfgfpfbbfafLUfRTfLTfRpbfLpb 2 3 0 6 1 9 48 1561 1569
Table 5: Uniform Delay, d1 ( sec. / veh.)
Lane Group d1
EB 10
WB 10
SB 26
NB 26
Table 6: Incremental Delay, d2 ( sec. / veh.)
Lane Group d2
EB 0.44
WB 0.66
SB 0.47
NB 0.41
Table 7: Approach Lane Group Delay, d ( sec. / veh.)
Lane Group d
EB 10
WB 11
SB 26
NB 26
8. Civil and Environmental Research www.iiste.org
ISSN 2224-5790 (Paper) ISSN 2225-0514 (Online)
Vol.6, No.8, 2014
Table 8: Level of Service (LOS) by Lane Group
Lane group Delay s/veh.) LOS Remarks
EB 10 B Slight delay
WB 11 B Slight delay
SB 26 C Acceptable Delay
NB 26 C Acceptable Delay
44
Figure 3: Proposed New Configuration of Intersection.
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