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Computation For Crossing Performance Evaluation

The document discusses the analysis of unsignalized intersections, emphasizing the need for methods to minimize congestion and accidents. It outlines a method for calculating the maximum flow of minor road traffic, determining reserve capacity, and evaluating delays and levels of service. The document also includes considerations for traffic movements, critical gaps, capacity estimation, and examples for practical evaluation.

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Kenneth Romero
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5 views11 pages

Computation For Crossing Performance Evaluation

The document discusses the analysis of unsignalized intersections, emphasizing the need for methods to minimize congestion and accidents. It outlines a method for calculating the maximum flow of minor road traffic, determining reserve capacity, and evaluating delays and levels of service. The document also includes considerations for traffic movements, critical gaps, capacity estimation, and examples for practical evaluation.

Uploaded by

Kenneth Romero
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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5: INTERSECTION DESIGN AND CONTROL

Figure 5.7
Grade separation or interchanges

5.5 ANALYSIS OF UNSIGNALIZED INTERSECTIONS

A large number of intersections all over the country are still without traffic signals. It is
therefore necessary to have a means of analysis of the performance of this type of intersection so
as to find appropriate measures to minimized congestion and reduce the occurrence of traffic
accidents.
The method presented in this section was the basis of the method discussed in the US
Highway Capacity Manual with some modifications. In our case, it may be better to introduce
the original method. As new researches on the topic are conducted, modifications may be done to
suit local conditions.
The method calculates the maximum flow in any given minor road traffic stream. It is
them compared with the existing traffic flow to estimate the reserve capacity. The probable delay
and level of service are determined based on this reserve capacity.
5: INTERSECTION DESIGN AND CONTROL

Consider the four-leg intersection below. Minor movements are movements coming from
the side road or minor road. In addition, the left turn movements from the major road are also
m=considered minor. But in terms of hierarchy, these left turn movements have higher priority
than the movements coming from the minor road.

The method requires that the traffic movements be dealt with in the following order:
a. Right turns into the major road
b. Left turns off the major road
c. Traffic crossing the major road
d. Left turns into the major road

5.5.1 Structure of Major Road Traffic


Table 5.3 shows the different major road traffic streams, which have to be considered
when analyzing a particular minor road flow.
Note that for the traffic turning right from the major road (m1), which actually does not
have direct conflict with the minor flow being considered, half of its volume is considered as
inhibiting effect. If this inhibiting effect is shown to be absent through actual observation of the
condition, M1 may be totally omitted.
5: INTERSECTION DESIGN AND CONTROL

Table 5.3
Major road traffic streams

5.5.2 Critical Gap


The source of capacity of the minor road flows is the available gaps between major road
flows. The critical gap used to describe the minimum gaps needed by drivers of minor road
vehicles. Values of critical gaps are given in table 5.4 for different vehicle maneuvres, speed
limits, and highway type.

5.5.3 Capacity
In the estimation of capacity of the minor road flow, the basic capacity is initially
determined. Based on the major road flows given by Mh, and values of critical gap tg, the value
of the basic capacity Mno is read from the graph shown in figure 5.8.
5: INTERSECTION DESIGN AND CONTROL

Table 5.4
Critical gap tg for passenger cars, sec.

Figure 5.8
Basic capacity of minor road flow
5: INTERSECTION DESIGN AND CONTROL

The basic capacity is the maximum minor road flow, assuming that the following
conditions are true:
a. The traffic on the major road Mh does not block the major road.
b. A turning lane is provided for the exclusive use of the minor road traffic stream.

If these conditions are not met, correction factors have to be implied based on the
following considerations:
a. Congestion on the major road
If a traffic stream turning off the major road becomes congested and thus
interferes with the minor road traffic, then the basic capacity is reduced. A p-value is
obtained from figure 5.9 and is applied as a reduction factor. The p-value defines the
probability that this minor road traffic stream remains unaffected. The ration of the actual
flow and the capacity of the same flow is initially used to determine the p-value.

Figue 5.9
Reducation factor due to possible congestion of movement of major road
5: INTERSECTION DESIGN AND CONTROL

b. Shared lanes
Shared lanes on the minor road approach are lanes in which two or more
movements are confine in the same lane. When corners of the intersection have a large
turning radius, the effect of shared lanes may be minimal or may be ignored since minor
vehicles can stop side by side at the edge of the major road.
The capacity of the share lane can be determined using the equation

(5.1)
where Mn - capacity of all streams using the shared lane
Mna, Mnb, Mnc - capacity of individual streams
a, b, b - contribution of the individual streams to the total volume using the
shared lane.

5.5.4 Passenger Car Equivalents


Since the calculated capacity is in pcu/hr, the existing flow has to be converted to the
same unit. Table 5.5 may be used for this purpose.

Table 5.5
PCU values of different vehicle types
5: INTERSECTION DESIGN AND CONTROL

5.5.5 Reserve Capacity


The difference between the existing flow and capacity is termed as reserve capacity. The
magnitude of delay and level of service are directly related to this reserve capacity. Table 5.6 is
used for assessment purposes. Overall evaluation or generalization may have to be done after
assessing each minor traffic flow.

Table 5.6
Reserve capacity

Example 5.1
Consider the channelized T-intersection with the minor road controlled by YIELD sign.
There is no prevailing speed limit. Evaluate the performance of the unsignalized intersection.
5: INTERSECTION DESIGN AND CONTROL

Solution:
Following the logical order of analysis as suggested:
a. Right turn into major road

b. Left turn off major road


5: INTERSECTION DESIGN AND CONTROL

c. Left turn into major road

Overall evaluation: The left turn traffic into major road experiences very long delay.
There are no problems with the other minor flow. The left turn off major road is not likely to
block the through traffic.

Example 5.2
Evaluate the unsignalized intersection with the two minor road approaches controlled by
STOP signs. The traffic volumes shown are in vehicles per hour (vph). There is no prevailing
speed limit.
5: INTERSECTION DESIGN AND CONTROL

Solution:
Due to symmetry of traffic volume data, only the analysis of the minor road approach C
will be shown. The same condition is expected in approach D.
a. Right turn into major road

b. Left turn off major road


5: INTERSECTION DESIGN AND CONTROL

c. Crossing major road

d. Left turn into major road

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