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Step 2: Trip Distribition-2 Trip distribution is the method adopted in predicting where the identified trips generated originate and were they are destined. The proposed links to the Mountain Hwy road network and existing turn movements were used to as a basis for determining the trip distribution patterns. With respect to this assignment, this method is applied individually to each allotment fronting and then combined to provide a visual insight into the impact of these on each road and intersection.
Trip Generation Type of Trip Work & Outdoor Activities Education House Hold Total Predicted % 70% 25% 5% 100% No of Trips 441 158 31 630
It has been assumed that 70% of people use their trip for the type of work and outdoor activities because this place is quite far from the city. The education has been given the second preference.The 70% of work and out door, 10% of education say universities or schools are towards city and the rest 15% are with in the
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Assuming the cars and motorbikes only constitute the VEHICLE, the total number of trips /day have been tabled down. ( not including
Street Name Academy Dr Lyrics Court Festival Pl Crest Ct Total Allotments No. of Allocations 28 8 11 16 63 Trip Generation 280 80 110 160 630 Total No Of Vehicle Trips/Day 205 58 80 117 460
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Total volume of traffic along every intersection in peak hour within existing subdivision is as below: Intersection Crest Court Academy Drive Lyrics Court Academy Drive Festival Place Academy Drive
Total No Of Vehicle Trips/Day 35 * 7.3 = 256 48 * 7.3 = 350.4 64 * 7.3 = 467 Peak hour Volume (10% of Total Daily Trip) 26 35 47
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6.5m 8.8m Given scale : 1:2000 ie 1cm Area of trap = ( ) ( ) 7.3cm = 20m
Total area of allotments = Area of each allotment= 850 No of allotments = In a nut shell, 43.625cm2 area where the future development will be built and it is assumed that each allotment will be approximately same size of existing subdivision block which is 850m2 ie 2.125 cm2(scaled); So it is reasonable to assume 20 numbers of allotments for future subdivision. Total number of trips generated from the road through the new sub division built = 20 allotments allotment = 200 trips 10 trips/ ( ) = 850 ( ) 2.125 (scaled)
After the new subdivision is built out 18 houses along the academy drive and 8 houses on crest road are assumed to prefer the new road built along the new subdivision making the number of trips at the intersection of Academy drive and Liverpool road 20 + 26= 46, 46 x 10= 460 trips. So, from the already exisiting subdivision 63-26= 37 vehicles go along the academy drive towards mountain highway making it 370 trips at the intersection.
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Assumptions On the mountain Highway the through flow on the both lines is 400 vph. The total number of vehicles coming out from Academy drive towards Mountain Highway intersection is 63 vph. Out of those 63 vehicles at the intersection of Mountain highway and Academy drive 85% of vehicles are assumed to go right (ie: towards the west side assuming they exits to city . So 85 % of 63 is 54 vehicles turn towards right on mountain highway from academy drive. the other 15% are assumed to take left on mountain highway (ie 10 vehicles to east)
15 % of through vechicles ie ( 0.15 * 410 vph) = 61.5 Vph 61 vph (Left hand turn from Mountain Hwy) Movem ent ( )) ( ( ) (s ) Left han d turn fro m maj or oad
5
C(vph)=
( = 0.8
N, no of lan es n =
( (s)
Right
10
400
0.11
812
0.01 2
650
0.01 5
1.46
6m
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Steps
Step 1: Computation of total flow for the roadway (PCU)
= 30.4% )
= 14.7% )
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(conversion to PCUs required) Total flow = Left movement; Total flow = Right movement; Total flow = ( ( (
(
(
)
)
(
(
)
= 21.4% )
)
)
(
= 16.7% )
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= 0%
= 6.6% )
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Typical crossection of the roundabout layout of the intersection of Walker Street and Thomas +Street:
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giving a
Step 5: Circulating flow characteristics and entry lane capacity The average headway between bunched vehicles ( )will then be 2s. Circulating flow characteristics and entry lane capacity for north leg bound through movement The average headway between bunched vehicles ( )will then be 2s.
Step 6: Computation of absorption capacity of lane The absorption capacity ( C) for the respective movements can be calculated from the formula below C(vech/hr)= Step 7: computation of degree of saturation or level of service : The degree of saturation () for the respective movements can be calculated from the formula below = Step 8 Queuing delay: The average queuing delay per vehicle at respective entry flow ( below;
( )
The basis of calculations for the north leg through movement will be only explained as follows
(
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)
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)
(
(
)
= = 1.77sec/vech
The average queing delay per vechicle for each entry lane is ( ]
where
((
11.251
Step 9: Determine the level of service: For the north bound through flow, from table 3 below , level of service =B since = 0.615
sec/vech
&
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Recommendations The approaching lane width towards the round about can be decreased on the round about to reduce the vehicle approaching speed so that the pedestrians can have a convenient passage.
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