30 2 of 8 Table 1 - Existing turning movement counts Approach Movement Turning counts Bayview Ave. Left tum Right turn 1
Posted: Sat May 21, 2022 1:06 pm
- 30 2 Of 8 Table 1 Existing Turning Movement Counts Approach Movement Turning Counts Bayview Ave Left Tum Right Turn 1 1 (47.54 KiB) Viewed 14 times
- 30 2 Of 8 Table 1 Existing Turning Movement Counts Approach Movement Turning Counts Bayview Ave Left Tum Right Turn 1 2 (14.72 KiB) Viewed 14 times
Design values for critical gap and follow up headway for the left turning movements from Bayview Avenue
are 4 seconds and 2 seconds respectively, and for right turning movements from either Clayton Road S or
Bayview Avenue are 5 seconds and 2 seconds respectively.
The city council proposed to design the length of the provided left turning and right turning separate lanes of
Bayview Avenue and Clayton Road North to be 30 meters and 25 meters, respectively, so that there is only
5% of the time they would block another movement from the same approach. Your task is to evaluate if these
designed lengths are sufficient or not and explain why.
The Unsignalised Intersection Analysis Worksheet that was presented in Week 6 may be useful for this
assignment. In addition, traffic from Bayview Avenue having to give way, remember that right turning traffic
from Clayton Road S must give way to all traffic from Clayton Road N.
Include a large, clear diagram of the intersection operating in this configuration. You should show all of your
calculations, neatly presented in Tables and Figures that are referenced in the text of your report.
30 2 of 8 Table 1 - Existing turning movement counts Approach Movement Turning counts Bayview Ave. Left tum Right turn 15 Clayton Road N Left tum 10 Through 50 Clayton Roads Through 60 Right turn 15 The existing intersection configuration is illustrated in Figure 2, which shows each approach has one lane, in which two movements from the same approach share the lane. Figure 2 - existing intersection configuration CIV2282 Turp and Traffic Engineering Assige Version 2032 In order to address the excessive queuing problem, a proposal has been received to change the unsignalized intersection layout by providing sepatute lanes for the right and left turnings of Clayton Road Sand Bayview Avenue, respectively (see Figure 3), and to change intersection control to either a roundabout (see Figure 4) or a signalised intersection (see Figure 5). You have been asked to compare the performance of the proposed improvements. Assume the space is sufficient to host signalling devices or roundabout facilities. The queuing service rates (practical capacities) are assumed to equal to 90 per cent of the corresponding theoretical absorption capacities. To do this, you should (see the marking guide for more details): • Calculate the proportions of vehicles that have to stop for all six movements in all three intersection configurations • Calculate the average delays per vehicle (average time in the system') in all three intersection configurations -- for the six movements, for the three approach roads, and for the intersection as a whole. • Calculate the 95th percentile queue lengths (that which is exceeded only 3% of the time), for the six movements in the unsignalised and roundabout configurations. Calculate the maximum queue lengths for the six movements in the signalised configuration.
The proposed unsignalized intersection configuration is illustrated in Figure 3. q Clayton North 1/4 101 Clayton South Figure 3 - proposed unsignalized intersection configuration