PRIN.OF HIGHWAY ENGINEERING&TRAFFIC ANA.
7th Edition
ISBN: 9781119610526
Author: Mannering
Publisher: WILEY
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Chapter 7, Problem 51P
To determine
The overall intersectionaverage delay and the level of service.
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Three-phase a pretimed signalized system for T- intersection, the total lost time per phase is 15 sec.
Given that PHF for intersection is 0.91. The table below shows information for all movements
included in each phase. (Assume the intersection is isolated, and the traffic flow accounts for the
peak 15-min period, and there is no initial queue at the start of the analysis period.)
1
Phase
Direction
Lane group
Number of Lanes
Volume (veh/h)
2
Northbound Southbound Northbound
LT
TH & RT
ΤΗ
I
I
250
1800
390
1800
1
270
1600
2-
Determine the average vehicle delay for each traffic lane.
3- Evaluate the level of service (LOS) for each traffic lane.
3
Westbound
LT
1
250
2500
Saturation flow (veh/lane/hr)
1-
Using the Webster method, determine the optimum cycle length and the effective green time
for each phase.
5. Green terminates at a signalized intersection with 6 vehicles queued for service.
The arrival rate for the approach is 1 veh/sec. The departure rate is 2 veh/sec.
The cycle length is 100s, 50s of which are effective green. Answer the following:
a. What is the total delay (in veh-sec) experienced by all vehicles in this
system during the next cycle? (
Traffic demand shown in the figure below uniformly arrives at an intersection. Determine the
optimal cycle length and split for the 2- phase signal control. The saturation flow rate of each
approach is 2000 [veh/hr of effec-tive green] during the first 40 [sec] after the start of green, but it
drops to 1900 [veh/hr of effective green] thereafter. Also, the lost time is assumed to be 5
[sec/phase].
1000[veh/h]
300[veh/h]
500[veh/h]
1300[veh/h]
Chapter 7 Solutions
PRIN.OF HIGHWAY ENGINEERING&TRAFFIC ANA.
Ch. 7 - Prob. 1PCh. 7 - Prob. 2PCh. 7 - Prob. 3PCh. 7 - Prob. 4PCh. 7 - Prob. 5PCh. 7 - Prob. 6PCh. 7 - Prob. 7PCh. 7 - Prob. 8PCh. 7 - Prob. 9PCh. 7 - Prob. 10P
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- If the travel time delay on a signalized intersection approach is 10 sec/veh, the stopped time delay would be approximately: a. 3.8 sec/veh b. 5 sec/veh c. 13 sec/veh d. 7.7 sec/veharrow_forwardQ2: What are the assumptions for using the equations in the queue test? Q3: A signalized intersection, of 105 sec cycle length, the east approach has an effective green time of 20 sec, and the percentage of vehicles arriving during green time is 28%. The west approach has 16 sec green time and 32% of vehicles arriving during the green time. Determine which approach is best coordinated with the upstream signal.arrow_forwardPROBLEM 1. Consider a signalized intersection approach in which the arrival rates are different during the effective green and red times during a given phase. During the effective green, there is only one lane group with an arrival rate of 2,400 vehicles per hour and 2700 vehicles per hour during the rest of the cycle (during the effective red). The cycle length is of 90 seconds, the effective green is 30 seconds and the saturation rate is 8,000 veh/h. Questions: a) Estimate the average uniform delay for this approach b) Consider that this approach has an upgrade of 4%. The total width of the cross street at this intersection is 60 feet. The average vehicle length of approaching traffic is 16 feet. The speed of approaching traffic is 40 mi/h. Determine the sum of the minimum necessary change and clearance intervals.arrow_forward
- Please estimate the minimum cycle length and the green intervals for the following signalized intersection (Figure 7). Please note that the minimum cycle length will be influenced by the design of the phasing diagram. The arrival flow, in pcu/h, for each direction, is illustrated in Figure 7. Please assume any missing values. Lost time following each phase = 2 sec, Amber = 3 sec, Red all = 1 sec, saturation flow 1400 pcu/h. 196, 367, 170 JIL! 400, 140, 215 716 120, 417, 232 400, 433, 184 Figure 7. Intersection Layout and Traffic Flow Dataarrow_forward1. An isolated intersection is controlled by a two-phase pre-timed signal with the movements allowed in each phases, and corresponding analysis and saturation flow rates shown in Table 1-1. Assume the start up loss time is 2 seconds per phase and the clearance loss time is 3 seconds per phase. The traffic flow accounts for the peak 15- min period and there is no initial queue at the start of analysis period. Progression adjustment factor PF=1.0. Please answer the following questions: (1) What are the optimal cycle length (round up to nearest 5 seconds) using Webster's optimum cycle length formula and effective green times (based on lane group v/c equalization)? (2) What is the northbound approach delay and level of service? Table 1-1 Phase and Flow Data for the Intersection Phase Allowed movements Analysis flow rate 1 2 NB T/R/L, SB T/R/L EB T/R/L, WB T/R/L Saturation flow rate 800, 820 2800, 2900 1120, 960 3000, 3200arrow_forwardCompute the average approach delay per cycle, given the saturation flow rate of 2400 veh/h and is allocated 24 seconds of effective green in an 80-second signal cycle. Flow at the approach is 500 veh/h. Assume the traffic flow accounts for the peak 15-min period and that there is no initial queue at the start of the analysis period.arrow_forward
- An intersection has a three-phase signal with the movements allowed in each phase and corresponding analysis and saturation flow rates shown in the table below. (1) Calculate the sum of the flow ratios for the critical lane groups. (2) calculate the minimum cycle length and the effective green time for each phase (balancing v/c for the critical lane groups). Assume the lost time is 4 seconds per phase and a critical intersection v/c of 0.90 is desired.arrow_forwardPROBLEM 2. A lane group in an intersection approach with a pre-timed signal has a phase with display green of 48, with 4 seconds of yellow and all-red time and 2 seconds of lost time. The uniform delay in this signal phase is 12 seconds per vehicle and the ratio of volume to capacity is 0.8 with a satuation flow rate of 1,600 veh/h. Question: Determine the effective red and arrival rate of this lane group.arrow_forwardDetermine minimum cycle length and LOS of North bound approach for the intersection shown below. Given, Phase l: All EB movements; Phase I1: All WB movements; and Phase IlI: All NB movements. Traffic volumes given in figure are in veh/hr. Assume saturation flow rates as follows, EBT/R 1590 veh/hr, WBL- 1580 veh/hr, WBT 1670 veh/hr, NBR - 1660 veh/hr and NBL - 1580 veh/hr. The intersection is isolated and pre-timed. Use lost time per phase as 5 seconds. Use appropriate recommendations where ever needed. 300 Eir 36 ft 330 285 LT RI 305 250 110 PHF 0.90 Target v/e ratio 0.90 Moderate pedestrian activity (in xwalks only) Speed limit 30 mi/h (all approaches) Crosswalk width 15 ft 24 ft24 ft 10 ftarrow_forward
- 8. (15 points) Calculate the "clearance period," the "yellow time," and the "all-red period" for a signalized intersection. Assume that the initial vehicle speed, intersection length, and vehicle length are 45 mi/h, 44 ft, and 22 ft, respectively. Also, deceleration rate is 10 ft/s and driver reaction time is 1 second.arrow_forwardAn approach to a pre-timed signal has 40 sec of effective green in a 75-second cycle.The approach volume is 700 veh/h and the saturation flow rate is 1600 veh/h.Calculate the time to queue clearance after the start of the effective green, themaximum number of vehicles in the queue, the total vehicle delay per cycle andthe average delay per vehicle assuming D/D/1 queuing.arrow_forwardIn order to determine the DHV from a traffic count worksheet, the first step is to: Group of answer choices Calculate the PHF of each approach Determine which hour has the highest total intersection volume in veh/hr Convert all of the turning counts from veh/15-min to veh/hr Calculate the PHF of the intersectionarrow_forward
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