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Experiment #15

This document provides instructions for calculating intersection delay at a signalized intersection. It defines different types of delay and describes the necessary apparatus, materials, and procedure to conduct a delay study. Observers record the number of stopped vehicles in 15-second intervals over multiple 15-minute periods, which are then used to calculate total stopped delay time, average delay per stopped vehicle, and average delay per approach vehicle. An equation is also provided to calculate average stopped delay per vehicle based on cycle length, green ratio, effective green time, flow rate, and lane capacity.

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Sheeraz Ahmed
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64 views

Experiment #15

This document provides instructions for calculating intersection delay at a signalized intersection. It defines different types of delay and describes the necessary apparatus, materials, and procedure to conduct a delay study. Observers record the number of stopped vehicles in 15-second intervals over multiple 15-minute periods, which are then used to calculate total stopped delay time, average delay per stopped vehicle, and average delay per approach vehicle. An equation is also provided to calculate average stopped delay per vehicle based on cycle length, green ratio, effective green time, flow rate, and lane capacity.

Uploaded by

Sheeraz Ahmed
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Highway and Traffic Engineering_____________________________________________Lab 15

EXPERIMENT No.15

OBJECT: TO CALCULATE INTERSECTION DELAY AT ANY SELECTED


SIGNALISED INTERSECTION

Learning Objectives: By the end of this experiment, students will be able to,

1. Define types of the delay


2. Define Various methods of conducting delay studies
3. Successfully analyze the existing delay at signalized intersection

Theory:

Signalized intersections are the important points or nodes within a system of highways
and streets. To describe some measure of effectiveness to evaluate a signalized intersection or to
describe the quality of operations is a difficult task. There are a number of measures that have
been used in capacity analysis and simulation, all of which quantify some aspect of experience of
a driver traversing a signalized intersection. The most common measures are average delay per
vehicle, average queue length, and number of stops. Delay is a measure that most directly relates
driver’s experience and it is measure of excess time consumed in traversing the intersection.
Length of queue at any time is a useful measure, and is critical in determining when a given
intersection will begin to impede the discharge from an adjacent upstream intersection. Number
of stops made is an important input parameter, especially in air quality models. Among these
three, delay is the most frequently used measure of effectiveness for signalized intersections for
it is directly perceived by a driver. The estimation of delay is complex due to random arrival of
vehicles, lost time due to stopping of vehicles, over saturated flow conditions etc.

Types of Delay:-

1. Stopped time delay


2. Approach delay
3. Travel time delay
4. Time-in-queue delay
5. Control delay

APPARATUS AND MATERIALS

1. Data collection sheet


2. Safety vests
3. Clipboard
4. Stopwatch

82 Department of Civil Engineering Mehran University of Engineering & Technology,


Jamshoro
Highway and Traffic Engineering_____________________________________________Lab 15

PROCEDURE:

Note:

The field survey portion of the study must include the four highest consecutive fifteen-
minute periods. It should be done, insofar as possible, under normal conditions involving the
weather, nearby traffic generator schedule, etc. Two observers are needed, one to count and
record the stopped vehicles at 15-second intervals and the other to count the number of approach
vehicles in 15-minute intervals. For multiple lane approaches or long queues, a third observer
that will concentrate entirely on counting stopped vehicles, will be needed. The procedure is
based on the assumption that each vehicle was stopped for the entire fifteen-second interval.

The observers must be strategically positioned so as to be able to see the entire approach.
The observers’ location and actions must not distract motorists or influence their behavior. The
observers must arrive at the study site early enough to evaluate conditions, choose a location
from which to gather the data, and practice the study technique long enough to be comfortable in
the knowledge that the gathered data will be accurate. Enough copies of Form 1, Intersection
Delay Study Field Sheet for the entire study must be labeled and ready for use since there will
not be time to organize them during the study.

Safe, efficient and effective data collection requires skill, attention to detail and common
sense. The observer must concentrate his or her attention on accurately recording each count in
the proper place or with the proper button. Observers should look for and note any temporary
traffic events such as maintenance activities, funeral processions or crashes that may lead to
unusual traffic patterns, causing the data for that period of time to be unusable. Observers should
count those vehicles with locked wheels as being stopped as well as vehicles that had been
stopped and are creeping forward in a queue that is not discharging.

Method
One observer records a count of the number of stopped vehicles in each fifteen-second
interval of time for each minute of the study time on Form 1, Intersection Delay Study Field
Sheet. The other observer counts the number of vehicles that stopped and the number that did not
stop and gives them to the first observer for recording in 15-minute intervals on Form 1. A
timing device such as a cassette recorder with an audible cue at the 15-second intervals can be
very helpful so that it is not necessary for a member of the team to read a watch at each interval.
The total count of stopped vehicles during all intervals multiplied by the length of the 15-
second time interval provides the Total Stopped Delay Time in vehicle-seconds. Dividing the

83 Department of Civil Engineering Mehran University of Engineering & Technology,


Jamshoro
Highway and Traffic Engineering_____________________________________________Lab 15

Total Stopped Delay Time in the highest hour by the number of seconds in that time period
(3600) provides the number of hours of delay for checking the peak hour signal warrant.
Dividing the Total Stopped Delay Time by the number of stopped vehicles provides the
Average Delay per Stopped Vehicle. Dividing the Total Stopped Delay Time by the Approach
Volume provides the Average Delay per Approach Vehicle and is the number used in checking
the multi-way stop criteria.
At a stop-controlled approach the column for Number Not Stopped will not normally be used
and the Delay per Stopped Vehicle and Delay per Approach Vehicle will be the same. Also the
Percent of Vehicles Stopped is not normally used for stop-controlled approaches.
Form 2, Intersection Delay Study, is used to combine the data from the four highest
consecutive fifteen-minute periods into peak hour data.

For Example

84 Department of Civil Engineering Mehran University of Engineering & Technology,


Jamshoro
Highway and Traffic Engineering_____________________________________________Lab 15

Average Stopped Delay Per Vehicle:

d= [0.38C(1-g/C)2]/[1-(g/C)(X)] + 173X2[(X-1) + [(X-1)2 + (16X/C)]1/2]

Where:
d = Average stopped delay per vehicle for the lane or lane group of interest (sec)
C = cycle length (sec)
g/C = green ratio for the lane or lane group
g = The effective green time for the lane or lane group (sec)
X = V/c ratio for the lane group
V = The actual or design flow rate for the lane or lane group (pcu/hour)
c = Capacity of the lane group (pcu/hour)

85 Department of Civil Engineering Mehran University of Engineering & Technology,


Jamshoro

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