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I 0‘404484J4N405fi 4.414 40.41 0.44940M4444444"“.40644’44h’\ ’03. 0 . ‘Of.:‘,41ng‘ol0 2’34),ng . a..gi$4,flu .1‘ \Lwllr . . o “V4.41?€.4‘ ' .“ 0 '0‘ . . ......UZ‘4.4.4.... 4.., .....34240 .4..\44.o .6434.“ 4-44. .... .414! . . 4 . o 6 . 4 - 4 . \ . O 4 q . 4 4 . 4 4.4.4 4 .4., 4 4 0.0.2... ... 4.41.“... . 4 4054044HJ5444444L4L~ 4 A”. 4... 1 4,444 4 4 4 I 5% 414444,.6440..4.44.<0. “44141.4“..“4314 44.. 0.44.5354amfll‘440d4 aka 0 ||||1|l|l|l||lllHllHHllHlllliHlllllIIIHIHIII|IHIHIHH L L1 RY Michigez' State ‘ UniVCI‘SitY 3 1293 10533 1049 ABSTRACT VEHICULAR STARTING HEADWAYS AS A FUNCTION OF LANE OPERATION AND GREEN TIME BY Thomas L. Maleck, P.E. Four signalized intersections in southern Michigan were surveyed in order to ascertain time headways for successive vehicles starting from a stop condition. Information rela- tive to lane position, vehicle type, vehicle movement, peak period, etc. was also recorded. Subsequent to the surveys, average individual vehicular headways were calculated. The resultant headways were mathe- matically simulated by using the basic quadratic and/or linear equations and solving for the coefficients. All of the equations are predicated upon passenger through vehicles only. Therefore, truck and turn factors were de- .veloped for the conversion of the appropriate vehicle to an equivalent passenger through vehicle. A lane width factor was also developed. The dissertation is culminated with the develOpment of lane capacity equations with respect to the length of green time per cycle by integrating the basic headway equations. VEHICULAR STARTING HEADWAYS AS A FUNCTION OF LANE OPERATION AND GREEN TIME By 3! Thomas L§”Ma1eck, P.E. A THESIS Submitted to Michigan State University in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Department of Civil Engineering 1972 1 W . ‘9 ACKNOWLEDGMENTS I would like to express my sincerest gratitude to the numerous individuals who volunteered their time in the col- lection, compiling and analysis of the data for this proj- ect. Appellations will not be attempted lest someone is accidentally omitted. The Traffic and Safety Division, Michigan Department of State Highways; College of Engineering, Michigan State Uni- versity; and Dr. Gail Blomquist merit special consideration. Without their assistance the completion of this dissertation could not have been realized. ii TABLE OF ACKNOWLEDGMENTS LIST OF TABLES . LIST OF FIGURES . . . . . . . LIST OF GRAPHS CHAPTER ONE. INTRODUCTION TWO. LITERATURE REVIEW THREE. STUDY AREA . . . FOUR. METHODOLOGY . FIVE. DATA ANALYSIS . SIX. DISCUSSION OF RESULTS SEVEN. CONCLUSION BIBLIOGRAPHY APPENDICES . . . . . A. FLOW DIAGRAMS B. DATA TABLES C. INDIVIDUAL VEHICULAR HEADWAYS iii CONTENTS Page ii iv vii viii 19 21 23 50 52 54 55 64 110 LIST OF TABLES Table Page 1 Turn Factors . . . . . . . . . . . . . . . . . 48 2 Truck Factors . . . . . . . . . . . . . . . . . 49 B-l Study Site No. One — A.M. Peak Period . . . . . 65 Lane 1 - Passenger through vehicles B—2 Study Site No. One - A.M. Peak Period . . . . . 66 Lane 1 - Truck through vehicles B—3 Study Site No. One - A.M. Peak Period . . . . . .67 Lane 2 - Passenger through vehicles B—4 Study Site No. One — A.M. Peak Period . . . . . 68 Lane 2 — Truck through vehicles B-S Study Site No. One — A.M. Peak Period . . . . . 69 Right Turn Lane - Passenger turn vehicles B—6 Study Site No. One — A.M. Peak Period . . . . . 70 Right Turn Lane — Truck turn vehicles B-7 Study Site No. One — P.M. Peak Period . . . . . 71 Lane 1 - Passenger through vehicles B-8 Study Site No. One - P.M. Peak Period . . . . . 72 Lane 1 — Truck through vehicles B-9 Study Site No. One - P.M. Peak Period . . . . . 73 Lane 2 - Passenger through vehicles B-lO Study Site No. One — P.M. Peak Period . . . . . 74 Lane 2 — Truck through vehicles B-ll Study Site No. One — P.M. Peak Period . . . . . 75 Option lane B-12 Study Site No. Two - A.M. Peak Period . . . . . 76 Lane 1 — Passenger vehicles B-13 Study Site No. Two - A.M. Peak Period . . . . . 77 Lane 1 - Truck vehicles iv Study Site No. Two — A.M. Peak Period Lane 2 - Passenger vehicles Study Site No. Two - A.M. Peak Period Lane 2 — Truck vehicles Study Site No. Two - P.M. Peak Period Lane 1 — Passenger vehicles Study Site No. Two — P.M. Peak Period Lane 1 — Truck vehicles Study Site No. Two - P.M. Peak Period Lane 2 - Passenger vehicles Study Site No. Two - P.M. Peak Period Lane 2 - Truck vehicles Study Site No. Three - A.M. Peak Period Lane 1 — Passenger through vehicles Study Site No. Three - A.M. Peak Period Lane 1 — Passenger turn vehicles Study Site No. Three - A.M. Peak Period Lane 1 - Truck through vehicles Study Site No. Three - A.M. Peak Period Lane 1 - Truck turn vehicles Study Site No. Three - A.M. Peak Period Lane 2 — Passenger through vehicles Study Site No. Three — A.M. Peak Period Lane 2 - Truck through vehicles Study Site No. Three — P.M. Peak Period Lane 1 — Passenger through vehicles Study Site No. Three — P.M. Peak Period Lane 1 — Truck through vehicles Study Site No. Three — P.M. Peak Period Lane 2 - Passenger through vehicles Study Site No. Three - P.M. Peak Period Lane 2 - Truck through vehicles Study Site No. Three - P.M. Peak Period Right Turn Lane - Passenger turn vehicles Study Site No. Three - P.M. Peak Period Right Turn Lane - Truck turn vehicles 78 79 80 81 82 83 84 ‘85 86 87 88 89 9O 91 92 93 94 95 Study Site No. Four - A.M. Peak Period Lane 2 — Passenger through vehicles Study Site No. Four - A.M. Peak Period Lane 2 — Truck through vehicles Study Site No. Four - A.M. Peak Period Lane 3 - Passenger through vehicles Study Site No. Four — A.M. Peak Period Lane 3 - Truck through vehicles Study Site No. Four - A.M. Peak Period Lane 4 — Passenger through vehicles Study Site No. Four - A.M. Peak Period Lane 4 — Truck through vehicles Study Site No. Four - A.M. Peak Period U—turn median crossover Study Site No. Four - P.M. Peak Period Lane 2 — Passenger through vehicles Study Site No. Four — P.M. Peak Period Lane 2 — Truck through vehicles Study Site No. Four - P.M. Peak Period Lane 3 - Passenger through vehicles Study Site No. Four - P.M. Peak Period Lane 3 — Truck through vehicles Study Site No. Four — P.M. Peak Period Lane 4 — Passenger through vehicles Study Site No. Four - P.M. Peak Period Lane 4 - Truck through vehicles Study Site No. Four - P.M. Peak Period U-turn median crossover vi 96 97 98 99 100 101 102 103 104 105 106 107 108 109 Figure Area Map Study Study Study Study Study A.M. Study Site No. Peak Hour P.M. Study Site No. Peak Hour A.M. Study Site No. Peak Hour P.M. Study Site No. Peak Hour A.M. Study Site No. Peak Hour P.M. Study Site No. Peak Hour A.M. Study Site No. Peak Hour P.M. Site Site Site Site Site No. No. Peak Hour LIST 0 One Two Three Four One One Two Two Three Three Four Four F FIGURES vii Page 10 11 13 15 17 56 57 58 59 60 61 62 63 LIST OF GRAPHS Graph Page 1. Lane Headway Variance . . . . . . 29 Study Site No. One - A.M. Peak Period 2. Lane Headway Variance . . . . . . 30 Study Site No. One - P.M. Peak Period 3. Lane Headway Variance . . . . . . . . . . . . 31 Study Site No. Two — A.M. Peak Period 4. Lane Headway Variance . . . . . . 32 Study Site No. Two - P.M. Peak Period 5. Lane Headway Variance . . . . . . . 33 Study Site No. Three - A.M. Peak Period 6. Lane Headway Variance . . . . . . . . . . . . 34 Study Site No. Three - P.M. Peak Period 7. Lane Headway Variance . . . . . . . . . . 35 Study Site No. Four - A.M. Peak Period 8. Lane Headway Variance . . . . . . . 36 Study Site No. Four - P.M. Peak Period 9. Study Site Variance . . . . . . . . . . . . . 37 Lane 1 - A.M. Peak Period 10. Study Site Variance . . . . . . . . . . . . . 38 Lane 1 — P.M. Peak Period 11. Study Site Variance . . . . . . . . . . . . . 39 Lane 2 - A.M. Peak Period 12. Study Site Variance . . . . . . . . . . . . . 40 Lane 2 - P.M. Peak Period C—l Study Site No. One . . . . . . . . . . . . . 111 A.M. Peak Period - Lane 1 C-2 Study Site No. One . . . . . . . . . .,. . . 112 A.M. Peak Period - Lane 2 C—3 Study Site No. One . 113 A.M. Peak Period - Right turn lane viii Study Site No. One . . . P.M. Peak Period - Lane 1 Study Site No. One . . . P.M. Peak Period - Lane 2 Study Site No. One . . . . . . P.M. Peak Period — Option Lane Study Site No. Two . . . A.M. Peak Period - Lane 1 Study Site No. Two . . . A.M. Peak Period — Lane 2 Study Site No. Two . . . . . . P.M. Peak Period - Lane 1 St dy Site NO. Two 0 O O O O O P.M. Peak Period - Lane Study Site No. Three . . . . . A.M. Peak Period - Lane 1 Study Site No. Three . A.M. Peak Period — Lane 2 Study Site No. Three . P.M. Peak Period - Lane 1 Study Site No. Three . P.M. Peak Period - Lane 2 Study Site No. Three . . . . . P.M. Peak Period - Right turn lane Study Site No. Four . A.M. Peak Period - Lane 2 Study Site No. Four . A.M. Peak Period — Lane 3 Study Site No. Four . . A.M. Peak Period - Lane 4 Study Site No. Four . . . . . . . A.M. Peak Period — U—turn crossover Study Site No. Four . . . . . . . P.M. Peak Period - Lane 2 Study Site No. Four . P.M. Peak Period — Lane 3 ix 114 .115 116 117 118 119 120 121 122 123 124 125 126 127 128 129 130 131 Study Site No. Four P.M. Peak Period - Study Site No. Four P.M. Peak Period - Lane 4 U—turn crossover 132 133 CHAPTER ONE "Headway - The interval of time between individual vehicles moving in the same lane measured from head to head as they pass a given point”. (8, p. 17) Headways for successive vehicles starting from a stopped condition have served as the basic criteria for analysis pro- cedures in determining the capacity of a signalized intersec- tion. Many other variables pertinent to the flow character- istics of the traffic stream and the physical features of the roadway have also served as the basis for capacity analysis techniques. Often approach width, peak hour factor, load factor, G/C ratio, population density, truck factor, etc. are the variables used in the analysis. Highway Research Board Special Report No. 87, the 1965 Highway Capacity Manual is a nationally known technique that uses the previously mentioned multiple variables. Similar to the Highway Capacity Manual, there are also the British and Australian capacity manuals. Local analysis techniques as the Bellis (10), Dier (19) and Critical Movement (2) methods are used regionally. In addition or as a complement to these procedures, many "rules of thumb" for analyzing capacity have been derived from practical experience. Most assume that each vehicle requires from two to three seconds to clear the inter- section. Often turning vehicles and trucks are estimated to require longer headways. It is the belief of the author after experience with headway analyses, Capacity Manual techniques, nomegraphs, et al, that a headway analysis is a more rational and superior method. Thus, the purpose of this dissertation is to con- struct a mathematical tool that accurately simulates traffic Operation in the field. Individual starting headways serve as the rudimentary variable to be studied and the basis for subsequent relationships with respect to total time, lane width, lane character, lane operation, vehicle type and area density. Lane numbering is consistent with that used by the 1965 Highway Capacity Manual. For example, Lane 1 is the right-hand lane. CHAPTER TWO During the late 19303 and early 19408, pioneering work in the field of traffic engineering and intersection start- ing headway was initiated by using a 16mm camera with an aux- iliary timing mechanism. Pictures were taken at a rate of 88 frames per minute at a signalized intersection in Hartford and New Haven, Connecticut. The operational characteristics of the two intersections were thoroughly discussed, studied and analyzed. Subject matter From reaction time to behavior patterns at unsignalized intersections was presented by Bruce D. Greenshields, Donald Schapiro and Elroy L. Erickson in the publication titled "Traffic Performance at Urban Street Inter- sections". (1) On the basis of the data available from the time headways for passenger cars at the intersection of Market and Morgan Streets, Hartford, Connecticut, the following values were determined: (1, p. 27) CAR-IN-LINE GREEN TIME CONSUMED NUMBER IN SECONDS 1 t1 3.8 2 t2 - 3.1 3 t3 2.7 4 C4 = 2.4 5 t5 = 2.2 6 and above tn = 2.1 It was noted by the authors that the 2.1 seconds were used as the conservative time headway between succeeding vehicles after the fifth-in-line. Each bus or truck consumed one and one-half as much time as a passenger car. Mr. Guillermo C. Vargas completed a thesis while working toward a Master of Science Degree at Ohio State University, titled "Development of an Analytical Model for Intersection Starting Delay". (10) Published in 1963, the thesis included, among other criteria, research and analysis of green time con— sumed in starting delay by the lst, 2nd, 3rd, ... vehicle starting from a signalized intersection. A mathematical appraisal of starting delay was theoret- ically developed by Mr. Vargas according to the law of move- ment and the perception—reaction time of the driver. Field data was also obtained at four intersections. Headways were measured by an apparatus consisting of ten stop watches. Five classes of directional movements were studied: a. Through, Right-turn and Left—turn b. Through and Right—turn c. Through and Left-turn d. Through e. Left-turn with a separate signal phase. Observed values from the field study were similar to the expected values from the theoretical approach. The thesis by Mr. Vargas is similar to this dissertation in subject matter. However, several differences are apparent. The sample size and length of queues studied are larger with this dissertation. Field survey and analysis procedures vary. Resulting vehicular headway times are shorter with this dis- sertation. The major difference lies in the approach. Mr. Vargas has deve10ped a theoretical model, refined by the field study. The purpose of this study is to develOp a mathematical relationship from the empirical data obtained from the field research. In 1961 Donald G. Capelle (2) and Charles Pinnell (2) of the Texas Transportation Institute, A and M College of Texas, presented a paper titled "Capacity Study of Signalized Diamond Interchanges". With the use of a 16mm motion picture camera, two interchanges were studied in Houston, Texas. Starting delay and average time-headway measurements were determined for each lane approaching the interchange. Each lane was analyzed separately. In analyzing one approach with three lanes, the authors stated: ”The inside lane experienced a heavy left—turn movement, whereas the middle lane consisted of straight through movements. The outside lane had a combination of movements with 82 percent of the approach traffic turning right. The left- turning movements from the outside lane had iden- tical operating characteristics with a 5.8—sec starting delay and a 2.1-sec average time-head- way. The center lane, with a predominant straight through movement, was somewhat faster than the adjacent turning lanes with an average time- headway value of 1.9 sec. There was no signif- icant difference in the starting delay for each lane." (2, p. 9-10) The results of the other approaches studied indicated starting delays from 5.4 to 5.9 seconds and average headways from 2.0 to 2.2 seconds. The length of queues studied did not exceed eight vehicles and a capacity formula (2) was expressed as: (9&2 + 2)(3,600/C) N = number of vehicles that can clear per hour per lane D = starting delay H = average time headway G = green phase C = cycle length in seconds The information as presented is deficient in two ways. Queues are often greater than the ten to twelve vehicles assumed as the limit by Messrs. Capelle and Pinnell. Cor- respondingly, queues greater than the eight or less vehicles analyzed are exceeded with greater frequency. The graphic illustrations reveal that as the vehicle position in the queue increases, the individual headway decreases. Consequently, th the use of an average headway for the n vehicle for n greater than 2 does not correlate to longer cycle lengths being more efficient. Signalized interSections in the vicinity of the approaches to the "Quai Bridge" in Zurich, were the subject of study by Bruno R. Wildermuth (22) to determine the relationship of average headway to the length of the green interval. The findings of Mr. Wildermuth were basically as quoted below: "The length of the green phase does have an effect on average headways. For the very short phase of only 10 seconds the average headway was found to be 2.35 seconds. This compares favorably with the value of 2.40 seconds given in the Highway Capacity Manual. As the length of the green interval in- creases, the average headway will decrease. For phases between 35 sec. and 45 sec. in length, the average headway was found to be just below 2.00 sec. If the length of phase increases further, the av- erage headways are getting slightly larger again, up to 2.05 sec. for the 60 sec. phase." (11, p. 16-17) Unfortunately, the data as presented did not include headways with respect to the vehicle position in the queue. However, the findings did reinforce the conclusion of this study that headways are related to the length of the green interval. "Intersection Capacity” is the title of a paper authored by George M. Webb and Karl Moskawitz (22). The majority of the article concerned improving the efficiency of an inter- section by observing the fundamental precept "Keep the con- flict area busy". The advantages and disadvantages relevant to altering signal phasing and cycle lengths were thoroughly discussed. Starting headway was only briefly discussed. "The manual says that this is 1,500 passenger cars per hour of green. Stated another way, 2.4 seconds is the lowest average headway between vehicles starting from a standing position. Observations in California have shown as long ago as 1949 that this headway was 2.1 seconds, and since the advent of more and more automatic transmissions, headways of two seconds or less have been observed for long portions of an hour." (22, p. 148) Said observations are consistent with those made during this research. Headways at signalized intersections were only briefly discussed in the Highway Capacity Manual (1950): (i) "... experience has shown that the minimum spacing between passenger cars as they start from a standing position one behind the other in a 12-foot lane averages about 2.4 seconds. The time intervals for the first two vehicles in the line are usually con- siderably greater than 2.4 seconds, but between suc- ceeding vehicles the interval decreases progres- sively until it reaches an average minimum of 2.1 seconds between the fifth and sixth cars in line." (£9 p' 70-71) As before, only average headways were discussed without respect to vehicle position in the queue. A computer program that determines queue lengths and delay at signalized intersections was explained by A. Christensen (2) in an article titled "Use of a Computer and Vehicle Loop Detectors to Measure Queues and Delays at Signal- ized Intersections". Time headways were one of four traffic parameters determined by impulses from vehicle loop detectors situated near a signalized intersection. Volume density and space headways were also determined. A relationship between time headway and delay as well as a relationship between time headway and queue length was presented. Significant empirical data was not presented or discussed. CHAPTER THREE Numerous intersections throughout the lower peninsula of Michigan were investigated for suitability as test sites. Realizing the heavy volumes anticipated per intersection, the number of study sites was limited to four, whereas the total survey data amounted to slightly less than 30 thousand vehicles. Each site was to represent lane headway characteristics for pOpulation areas over 10 thousand, 100 thousand and 1 million. Consequently, one intersection was selected near Lansing, one in Charlotte and two in the greater Detroit area. All intersections intersect at or near 90° with flat grades, have good alignment, curb and gutter, and generally are void of deficiencies that would significantly affect the results of the study. During the survey period all vehicles of the approaching traffic were recorded. Study Site No. One: The intersection of M-43 (Saginaw) at Waverly Road is located in Lansing and Delta Townships west of and in prox- imity to Lansing, Michigan. The intersection is considered to be within the influence of the greater Lansing area which in 1970 had a population in excess of 180 thousand. There- fore, Study Site No. One serves as an example of a population area over 100 thousand and less than 1 million. . .. _ a . . . J_ . . z 3 A; 3 .52... .1 _ N .r... . . E_ i d .1 a i , .88 m 3 allP. .Www mm, ...... . . z m a m ... m _ _ n “CI. . . O D h x lei: . ¢ . i- , $392. a . .. 1 .. .. ..fiiaouszofiro is: has?! 1 P A E M . R l U A m G E I R F A . m J. ”.0 . fl“ 3:55.... , _, 3:. 38...: 1.1. ......M51 n .33 .Il...J\. ub ... 535:...N. a a. 58.: ‘ ».:‘. .. Q \ 930:. P e I, h a .x n c8850 N n l... 9830 o [223 . 1 .. .1 2:... an .2 . .». nutu MHHm wmme .353 ._ ~__ ... 0 93.96 . (iv o. ...i ...r :T‘ Ila. FIGURE 2 Study Site No. One 12 The survey commenced on Tuesday, October 20, 1970. The eastbound approach of M-43 was studied during the morning peak period and the westbound approach during the afternoon peak period. The eastbound approach of M-43 consists of two through lanes, a right—turn lane and a center lane for left turns. The approach was studied from 7 to 10 a.m. The westbound approach was surveyed from 3 to 6 p.m. and consists of two through lanes, an option lane and a center lane for left turns. Traf- fic control is provided by means of a traffic actuated signal with a special left—turn phase and a variable length of green time for M—43. All lanes are 12 feet wide. Study Site No. Two: On Thursday, October 22, 1970, the intersection of M—78 and M-50 (Lawrence and Cochran) in the City of Charlotte was surveyed. The 1970 census for the city proper was in excess of 8 thousand. Therefore, Study Site No. Two represents a population area over 10 thousand. The northbound approach of M-SO consists of two lanes with parallel parking. Left and right turns are accommodated via these two lanes. The survey on the northbound approach was conducted from 7 to 10 a.m. The westbound approach was surveyed from 3 to 6 p.m. and consists of two lanes that accommodate all movements and parallel parking. The intersection is controlled by a con- ventional two-phase, 55—second cycle, stop-and—go traffic Two No. 6 t .1 S y d u t S 14 signal with 23 seconds of green time for the northbound ap- proach and 24 seconds of green time for the westbound ap- proach. All lanes are 12 feet wide. Study Site No. Three: The intersection of Southfield and 10 Mile Roads is lo— cated in the City of Southfield and in the Metropolitan Detroit Area. Being the first major intersection north of the northern terminus of M-39, a north-south freeway, it is one of the most heavily used intersections in Michigan. Excessive backups are experienced on all legs for several hours during the day. Study Site No. Three represents a population area over 1 million. The survey was conducted on Tuesday, October 27, 1970. Traffic control was provided by a two-phase, 80—second cycle, stop-and-go traffic signal with 39 seconds of green time for Southfield Road. The southbound approach of Southfield Road consists of two 12-foot lanes with right turns occurring from lane one. A center left-turn lane provides storage for vehicles desiring to turn left. This approach was studied during the morning peak period from 7 to 10 a.m. The northbound approach consists of two through lanes, a center left—turn lane and a right—turn lane. The survey for this approach was one—half hour late in starting due to tech- nical difficulties with the recording device. The study period lasted from 3:30 to 6:30 p.m. Both approaches have 12-foot lanes. Three No. e 4 t i E S R U V. G d I D F t S 16 Study Site No. Four: M—l (Woodward) at 12 Mile Road was selected as the last survey site. Woodward Avenue, besides being a trunkline and a major north-south arterial, is an eight-lane divided boule- vard with a 70-foot grass median at this location. The inter- section, located in the City of Royal Oak, is within the Metropolitan Detroit Area with a 1970 census population over 3 million. Consequently, Study Site No. Four as well as Study Site No. Three serve as examples of starting headway character- istics for population areas over 1 million. Originally, it was intended to study the south and northbound approaches of Woodward Avenue at their intersection with 12 Mile Road. How- ever, upon initiation of the morning peak period study, it became evident that recent signalization of directional cross- overs immediately upstream created platoons that were progress- ing perfectly with the traffic signals at 12 Mile Road. There- fore, with no stOppage or delay at the intersection with 12 Mile Road, the survey location was moved upstream to the sig- nalized crossover. Traffic control is provided by a two-phase, 55-second cycle, stOp-and-go traffic signal with 35 seconds of green time for M-1 and 12 seconds of green time for the direc- tional crossovers. Following the last minute adjustment the survey commenced at 7:30 a.m. Thursday, October 29, 1970 and lasted until 10 a.m. The southbound approach consists of four lO-foot lanes with no left or right turns. The starting headways for vehicles going through the directional U-turn crossover were also surveyed. FIGURE 5 Study Site No. Four 18 As with the morning peak period, the afternoon survey location was shifted upstream to the signalized directional median crossover. The northbound approach also consists of four lO—foot lanes. Left and right turns do not exist and therefore only through movements were recorded. The survey period lasted from 3 to 6 p.m. Starting headways were re- corded for the directional U-turn median crossover. CHAPTER FOUR All of the intersections surveyed experienced directional flow to some degree. The morning peak periods consisted mostly of home-to—work trips oriented toward the Central Busi- ness District. Conversely, the afternoon peak period was the return movement of work-to-home trips leaving the Central Business District. Therefore, the approach experiencing the heaviest flow commensurate with the previously-mentioned move- ment was the subject of the survey. A real-time recorder was used in registering the individual headways of successive vehicles per lane. The recorder-regis- tered sixty bits of information every one-quarter of a second. The controls were divided into ten panels with six buttons per control panel. Each lane of the approach was assigned one con- trol panel. The first four buttons (bits) were coded with respect to the vehicular characteristics as follows: #1 Passenger vehicle thru #2 Passenger vehicle turn* #3 Truck thru #4 Truck turn* For this study trucks were defined as vehicles having more than one rear axle or one rear axle with dual tires. In general, single unit vehicles were considered trucks and ve- hicles such as pickups and panel trucks were recorded as *The turn was either right or left depending upon the lane position. 19 20 passenger vehicles. A datum line was determined for each approach being surveyed. Normally, the stop bar, a standard pavement marking at signalized intersections, served as the datum line. If not available, a painted yellow line was ap- plied prior to the survey and located at the springpoint of the curbed turning radius. An individual from the survey crew was assigned to a particular lane. As the rear tire of successive vehicles touched the datum line, an impulse was recorded via the ap- propriate bit with respect to vehicle type and movement. Im- pulses were recorded for every vehicle until the queue had cleared the intersection. An additional crew member was as- signed a control panel to record the signal phases. Survey crews varied in size depending on the number of lanes being surveyed. Twenty—four hour machine counts supplemented the survey by providing approach volumes and turning movements. A simple computer program was deve10ped to read the magnetic tape from the recorder and reconstruct the lane-flow characteristics. Due to program limitations, individual head- ways and summary values were not directly available and had- 'to be compiled and analyzed by hand. CHAPTER FIVE In assembling the data in a usable form, individual head- ways were determined by hand from the computer printouts. Average headways for each variable were computed from the lSt to the nth vehicle of the queue. The average headways were classified with respect to study site, peak period, lane posi- tion, vehicle type and vehicle movement. The average values for these headways are provided in Appendix B. The average headways for passenger vehicles making a through movement were plotted with respect to time and vehicle position in the queue. The data was curve fitted by hand and the resultant graphs are provided in Appendix C. A mathematical relationship for the various conditions previously mentioned is the desired end product of this study. Therefore, mathematical curve fitting was applied by using the basic quadratic equation Y = aX2 + bX + c and linear equa- tion Y = mX + b. The coefficients were computed from the empirical data. Often both equations were needed for a good fit. To ensure the proper tangency between the two equations the slope of the linear equation was equated to the first de- rivative of the quadratic equation. m=§%=2ax+b Knowing the relationship of individual starting headways as a function of time and vehicle queue position, lane-cycle capacity (total time required) can easily be determined by integrating the previously mentioned equations. Due to the 21 22 fact that the variable does not vary uniformly with time, simple adjustment is introduced. Consequently, the basic equation is as follows: x = i t = f (ax2 + bx + c) dx x = O x = i + % f [23X + (a + b)] dx x = 0 x = n + f [mX + (%m + b)] dx x = i Therefore: = _8._3 (L+__b_)2 1 X=i T | 3x + 2 x + (%a + 4b + c) XIX = 0 m 2 x = n + [ix + (gm + b) XIx = i T = the total amount of green time/cycle needed to clear a queue of n vehicles. a CHAPTER SIX Using the procedure described in Chapter Five, the data for all of the study sites was analyzed. Mathematical rela- tionships were developed for individual headways and the results are as follows: Study Site No. One: A.M. Peak Period Lane 1 (Passenger through vehicles) cx=7 = 0.0257 x2 - 0.372 x + 3.346 x=O =n t _7 = -0.0123 x + 2.096 Lane 2 (Passenger through vehicles) cx= = 0.0159 x2 - 0.263 x + 2.961 x=0 tx=n = -0.00750 x + 1.960 x=8 Right Turn Lane (Passenger turn vehicles) X=5 = 0.0489 x2 - 0.489 x + 3.722 x=O tx=n = 2.500 x=5 23 .M. .M. 24 Peak Period Lane 1 (Passenger through vehicles) t:fg = 0.0420 x2 — 0.511 x + 3.654 tx=n = -0.00714 x + 2.143 x=6 Lane 2 (Passenger through vehicles) >1 ll 0.0232 x2 - 0.286 x + 2.979 rt >4 II II rt ll :3 ll -0.007l4 X + 2.143 II 0‘ Option Lane (Passenger through vehicles) 0.0625 x2 - 0.765 x + 4.103 ('1‘ ll -0.l40 X + 2.540 H II Study Site No. Two: Peak Period Lane 1 (Passenger through vehicles) x=8 2 tx=0 = 0.0385 X - 0.613 X + 4.925 Lane 2 (Passenger through vehicles) 0.0550 x2 — 0.530 x + 4.875 f'? N II II P. .M. M. 25 Peak Period Lane 1 (Passenger through vehicles) x=5 2 tx_0 = 0.0588 x — 0.618 x + 4.559 =n t 5 = -0.0300 X + 3.090 Lane 2 (Passenger through vehicles) x=4 t x=0 0.0883 x2 - 0.798 x + 4.610 Study Site No. Three: Peak Period Lane 1 (Passenger through vehicles) 0.0471 x2 - 0.497 x + 3.385 rt >4 II II II m a -0.0253 X + 2.207 ('1’ ll Lane 2 (Passenger through vehicles) x=5 2 t = 0.0631 X - 0.646 X + 3.583 x=0 x=n t = -0.0153 X + 2.0067 x: Peak Period Lane 1 (Passenger through vehicles) x=5 t 0 0.0602 x2 - 0.611 x + 3.551 —0.00933 X + 2.047 H II 26 Lane 2 (Passenger through vehicles) t:fg = 0.0713 x2 - 0.713 x + 3.641 tx=n = 1.860 x=5 Right Turn Lane (Passenger turn vehicles) ::3 = 0.0641 x2 - 0.602 x + 4.038 txf“ = 0.0389 x + 2.436 x—5 Study Site No. Four: Peak Period Lane 2 (Passenger through vehicles) 0.0155 x2 - 0.273 x + 3.456 XX ll 0CD t -0.0243 X + 2.464 N X II II 00 :3 Lane 3 (Passenger through vehicles) 0.0128 x2 - 0.245 x + 3.339 t >4 X II II CD CD -0.0400 X + 2.520 N X II II 00 5 Lane 4 (Passenger through vehicles) 0.0160 x2 - 0.296 x + 3.544 XX ll 0CD -0.0400 X + 2.520 n >4 N ll 00:1 ll 27 Directional U-Turn Median Crossover (Passenger U-turn vehicles) =5 t = 0.0289 x2 - 0.289 x + 3.272 x=O x=n t = 2.550 x=5 Peak Period Lane 2 (Passenger through vehicles) =8 t = 0.0194 x2 - 0.364 x + 3.866 x=0 x=n c = -0.0629 x + 2.703 x: Lane 3 (Passenger through vehicles) ll 0CD 0.0199 x2 - 0.383 x + 4.090 H II II CD23 -0.0643 X + 2.814 Lane 4 (Passenger through vehicles) =8 tx = 0.0255 x2 - 0.472 x + 4.447 txj: = -0.0643 x + 2.814 Directional U-Turn Median Crossover (Passenger U-turn vehicles) x=4 2 t =0 = 0.0333 X - 0.267 X + 3.283 =n t = 2.750 II b 28 It was expected that vehicular headways would vary with respect to lane position, lane width and the pOpulation density of the study site. Graphs 1 through 8 illustrate the variance of vehicular headways with respect to lane position for the eight study periods. Graphs 9 through 12 illustrate the vari- ance of Lane 1 and Lane 2 vehicular headways with respect to the different area populations of the first three study sites. Vehicular headways did vary with respect to lane position as expected. Lane 1 and Lane 2 always had shorter headways than the right-turn lanes and the directional U—turn median crossovers where applicable. With two exceptions Lane 2 had shorter headways than Lane 1. As indicated by Graph 2, Lane 1 and Lane 2 had nearly identical headways. Lane 1 had shorter headways than Lane 2 for the a.m. peak period of Study Site No. Two as shown by Graph 3. This departure is probably explained inasmuch as Lane 2 accommodated vehicles turning left through opposing traffic. It was generally believed and expected that narrower traffic lanes would hamper the flow of traffic. Consequently, the ten—foot traffic lanes of Study Site No. Four were tested in comparison with the twelve-foot traffic lanes of Study Site No. Three. Located in proximity to one another, both loca- tions are in the Metropolitan Detroit area. Flow variation as a function of locale should have been at a minimum. The analysis of the data for the a.m. and p.m. study periods indi— cates that the tem—foot lanes (Lane 2) had 12 percent longer headways than the twelve-foot lanes. 29 0:050 Ga COHUfimom mHoHLm> m~ - NH - m“ . ma - Ha m n ‘ 0') %Hco moaofi£m> pmucmmmmm VIII QCMH CH9“ USWHM. ......o.. N mama II II H mama ...II' coaumm xmmm .z.< one .02 muwm awsum mUZ w¢zm 0H NH ma ma HA m ammo mmHoHLm> amusemmmm wcmnfl Selfiugo coo-coo. N 053 II .I H mam; llll. weapon xmmm .:.m mco .oz mafim hwsum moz wmzmmmm mZ RH mH . 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Headways Graph 9 38 0:0:c CH COHuHmoa 0HoH£0> m H n _ _ . “ VHIIII 00H£H o3H 05c NH mH mH HH m N l 2 :_ _ _ kHcc m0HoH£0> p0mC0mmmm Ooz mufim >©DHUJ a-anoolo .62 60am Assam .I 11 .62 05am sesum soaamm 946a .z.a H 0:0H muz mEHm VQSHm N Headways (secs) 0") Graph 10 050:: aH COHuHmom 0HOH£0> mH RH - mH . mH HH - m m tho m0HoHL0> a0mc0mmmm 1lllll 00MLH 039 0:0 .02. wUHm NAG—Hum .......... .oz muam Nessa .1 11 .62 60am Assam soaamm 986m .z.< N 0cmH moz UHHm wchm Y N Headways (secs) m Graph 11 40 OH 05030 :H COHuHmom 0H0H£0> 5H - WH - mH HH 0 N 00M£H 039 0cc >Hcc m0HoH£0> H0wc0mmmm aoz mUHm kfivsum ...... .000. .62 33. 3:531 I I. .62 muam Assam 66aamm swag .z.a N 0:0H moz mHHm WDDHW ......O.....OOOOCOIOCO ..........OOOOO.C.OOIIOOOO......OOO‘OCOCC O O C _ 1 Headways (secs) Graph 12 41 It was originally hypothesized that headways would be inversely proportional to the population density of the study site. The comparison of study site variance does not support the hypothesis as illustrated by Graphs 9 through 12. Study Sites No. One and Three had almost identical headways for Lane 1 and Lane 2 during the a.m. study periods. However, Study Site No. Three had shorter headways than Study Site No. One for Lane 1 and Lane 2 during the p.m. study periods. In all cases the headways for Study Site No. Two were longer than those of Study Sites No. One and Three. As a result of the aforementioned graphical comparison, it is hypothesized that, although vehicular headways vary with respect to lane function and position, site variances are not as much of a function of population density as the physio- logical and psychological pressure experienced by the driver. Since the a.m. headway times were identical for the two study sites and shorter than those of the p.m., it is further hy- pothesized that the trip purpose also applies pressure on the driver. Apparently, the a.m. home-to—work trip is more de- manding than the return p.m. work-to-home trip. The desired end product of this study is the development of a mathematical tool to determine the capacity demands on a given signalized lane as a function of the number of vehicles in the‘queue. Capacity equations were developed as explained in Chapter Five. The total green time (T) needed for each signal cycle as a function of vehicular demand per lane is determined by the following: 42 Study Site No. One Peak Period Lane 1 (Equivalent passenger vehicles) 3 _? , x=7 T = | 0.00857 x - 0.173 x- + 3.173 x | x=0 2 x=n + | - 0.00615 x + 2.090 x | x=7 Lane 2 (Equivalent passenger vehicles) 3 2 fl“ x=8 T = | 0.00530 x — 0.124 x + 2.057 x | x=0 2 X n + | - 0.00375 x + 1.956 x | x=0 Right Turn Lane (Equivalent passenger vehicles) x=5 T = | 0.0163 x3 - 0.220 x2 + 3.502 x [ x=0 X11 + | 2.500 x | x=5 Peak Period Lane 1 (Equivalent passenger vehicles) 1 = | 0.0140 x3 - 0.234 x2 + 3.420 x | ,xn + | — 0.00357 x2 + 2.139 x i x=6 43 Lane 2 (Equivalent passenger vehicles) T = | 0.00773 x3 - 0.131 x2 + 2.848 x | x23 X: 2 =n + | - 0.00357 x + 2.139 x | 6 Option Lane (Equivalent passenger vehicles) 3 2 . x=5 T = | 0.0208 x - 0.351 x + 3.752 x | x=0 2 x=n + | — 0.0700 x + 2.470 x | x=5 Study Site No. Two: Peak Period Lane 1 (Equivalent passenger vehicles) =8 T = | 0.0128 x3 - 0.287 x2 + 4.638 x | :=0 Lane 2 (Equivalent passenger vehicles) =5 T = | 0.0183 x3 - 0.237 x2 + 4.638 x 1 :=0 Peak Period Lane 1 (Equivalent passenger vehicles) 3 2 x=5 T = | 0.0196 x - 0.280 x + 4.279 x | x=0 2 x=n + | - 0.0150 x + 3.075 x I x=5 44 Lane 2 (Equivalent passenger vehicles) T Peak Lane Lane Peak Lane Lane | 0.0294 x3 - 0.355 x2 + 4.255 x | Study Site No. Period 1 (Equivalent passenger vehicles) I 0.0157 x3 - 0.225 x2 + 3.160 x | + | - 0.0126 x2 + 2.194 x | X X (Equivalent passenger vehicles) n . O | 0.0210 x3 - 0.291 x2 + 3.292 x | + | - 0.00765 x2 + 1.999 x | ::2 Period 1 (Equivalent passenger vehicles) | 0.0201 x3 - 0.275 x2 + 3.276 x | + | - 0.00467 x2 + 2.042 x | (Equivalent passenger vehicles) X X r— n 5 l 0.0238 x3 - 0.321 x2 + 3.320 x | + | 1.860 x | X X n 5 X X II ll 0 b XX II II OUT X X ll O U! XX II OUI X X II ll 0 U1 45 Right Turn Lane (Equivalent passenger vehicles) T = I 0.0214 x3 - 0.269 x2 + 3.769 X I ::8 x: .— .- (n5 + I - 0.0194 x2 + 2.417 x I Study Site No. Four: Peak Period Lane 2 (Equivalent passenger vehicles) 3 2 x=8 T = I 0.00517 x - 0.129 x + 3.327 x | x=0 + I - 0.0121 x2 + 2.452 x I x=n x=8 Lane 3 (Equivalent passenger vehicles) =8 T = I 0.00427 x3 - 0.116 x2 + 3.223 X I :=0 + I - 0.0200 x2 + 2.500 x I x: X 00:5 Lane 4 (Equivalent passenger vehicles) 3 2 x=8 T = I 0.00533 x - 0.140 x + 3.404 x I x=0 + I 0 0200 x2 + 2 500 x I x=n _ ' ' x=8 Directional U-Turn Median Crossover (Equivalent passenger vehicles) =5 T = I 0.00963 x3 - 0.130 x2 + 3.142 x I :=0 + I 2.550 x I >4 >4 II II U1 :1 46 P.M. Peak Period Lane 2 (Equivalent passenger vehicles) =8 T = I 0.00647 x3 - 0.172 x2 + 3.694 x I :=0 + I - 0.0314 x2 + 2.672 x I x=n x=8 Lane 3 (Equivalent passenger vehicles) 3 2 x=8 T = I 0.00663 x - 0.182 x + 3.908 x I x=0 2 x=n + I - 0.0321 x + 2.782 x I x=8 Lane 4 (Equivalent passenger vehicles) 3 2 ' x=8 T = I 0.00850 x - 0.223 x + 4.224 x I x=0 2 x=n + I - 0 0321 x + 2.782 x I _ x=8 Directional U-Turn Median Crossover (Equivalent passenger vehicles) 3 2 x=4 T = I 0.0111 x - 0.117 x + 3.166 x I x=0 xn + I 2.750 x I x=4 All of the previously-mentioned equations are for passen- ger vehicles only. Since any given traffic lane is a hetero— geneous composition of passenger through, passenger turn, truck through and truck turn vehicles, conversion factors are needed. Tables 1 and 2 provide these factors to convert lane 47 demand to a function of equivalent passenger through vehicles (right turn or U-turn passenger vehicles where applicable). The tables are developed from the basic data sheets and are classified with respect to lane number, study site and peak period. 48 TURN FACTORS 1 I A.M. P.M. Site Lane Peak Peak Total Lane 1 1.11 1.17 1.14 0 .1: 2 Lane 2 1.20 1.22 1.21 m o a . Option 1.22 1.22 c o s 2 .LJ (D Total 1.15 1.20 1.17 0 Lane 1 1.12 1.13 1.12 u o H B m H Lane 2 1.29 1.29 1.29 >3 ° w o 3 Z w Total 1.17 1.21 1.19 0 0 Lane 1 1.38 1.22 1.29 u 0 +1 H W : Lane 2 1.40 1.23 1.30 % rm . 3 O H U 2 m Total 1.39 1.23 1.29 I TABLE 1 Conversion of Turning Vehicles to Equivalent Through Vehicles TRUCK FACTORS 49 II I A.M. P.M. I Lane Peak Peak I Total Lane 1 1.66 1.61 H 1 64 0 3.: 2 Lane 2 1.14 1.0.9. II 1.13 cn o H p». - Right Turn 1.16 H 1.16 -c o a z 1 J.) U3 Total 1.38 1.47 H 1.40 H 0 Lane 1 1.18 1.40 1.34 H o 'H '3 m 5* Lane 2 1.16 1.29 1.22 >.. c 'U o a z "' 4.) m Total 1.17 1.39 1.32 Lane 1 1.63 1.44 H 1.55 0 0 .1: 2’. Lane 2 1.82 1.20 I 1.40 w a 5 Right Turn 1.42 1.42 *5 . 3 20 w J 5 4 in Total 1.64 1.41 1.54 Lane 2 1.42 1.55 IIl 50 0 Lane 3 1.10 1.08 II 1.09 H H . ca 3 I m o m m "U o a o u 2 U3 TABLE 2 Conversion of Trucks to Equivalent Passenger Vehicles CHAPTER SEVEN The mathematical equations relating individual vehicu- lar headways to vehicle position and green time requirements to queue length need no further review, since they are the simple end product of collected field data. The latter are intended to represent lane capacity and are not to be used as design values. Lane 2 predominately had shorter headways than Lane 1. This was expected, since Lane 2 vehicles did not, to the same degree, experience the roadside friction as the vehi- cles in Lane 1. The lane headways of the morning peak periods were shorter than those of the afternoon peak periods. Thus, it is hypothesized that trip purpose has an effect on driver behavior and lane capacity. Turn factors for the conversion of turning vehicles to equivalent through vehicles were developed. The values range from 1.12 to 1.30. Truck factors that equate truck headways to passenger vehicle headways were also developed. Values range from 1.09 to 1.64. This study is to provide the skeleton for a capacity analysis technique for evaluating signalized intersections and systems throughout the State of Michigan. The capacity analysis technique is to use the capacity of the individual lanes as basic building blocks. The existing or proposed 50 51 geometry of an intersection or system of intersections is to be analyzed for capacity by investigating the approaches as compositions of various lanes with individual capacities unique to their operation. Dependent upon traffic demand, it is quite likely that an individual lane could be the critical element in establishing the green time requirement for an approach. A computer program for the capacity analysis technique is to be developed. Additional information may be obtained, if needed, to supplement and correlate the technique. BIBLIOGRAPHY Baerwald, John E., Traffic Engineering 23ndbook, Institute of Traffic Engineers, Washington, D.C., 1965. Capelle, Donald G. and Pinnel, Charles, "Capacity Study of Signalized Diamond Interchanges", Highway Research Board Bulletin 291, National Academy of Sciences — National Research Council, Washington, D.C., 1961. Christensen, A., "Use of a Computer and Vehicle L00p Detectors to Measure Queues and Delays at Signalized Intersection", Highway Research Record Number 211, National Academy of Sciences - National Research Council, Washington, D.C., 1967. Committee on Highway Capacity - Highway Research Board, Highway Capacity Manual, Bureau of Public Roads, U.S. Department of Commerce, Washington, D.C., 1950. Committee on Highway Capacity - Highway Research Board, Highway Capacity Manual, National Academy of Sciences — National Research Council, Washington, D.C., 1965. Committee on Planning and Design Policies, 2 Policy 93 Geometric Design 22 Rural Highways, 1965, American Association of State Highway Officials, Washington, D.C., 1966. Dawson, R.F. and Chimini, L.A., "The Hyperlong Probability Distribution - A Generalized Traffic Headway Model", High— Way Research Record Number 230, National Academy of Sciences - National Research Council, Washington, D.C., 1968. Greenshields, Bruce D., Schapiro, Donald and Erickson, Elroy L., Traffic Performance 32 Urban Street Intersec- tions, Yale University, Bureau of Highway Traffic, New Haven, Connecticut, 1947. McInerney, Henry B. and Peterson, Stephen G., "Critical Movement Summations As Measures of Intersection Capacity - A Planning Tool", unpublished. 52 10. 11. 12. 13. 53 Reilly, Eugene F. and Seifert, Joseph, ”Capacity of Signalized Intersections", Highway Research Record Number 321, National Academy of Sciences - National Research Council, Washington, D.C., I970. Vargas, Guillermo Carrillo, Development of an Analytical Model for Intersection Starting Delay, Ohio State Univer- sity, Columbus, Ohio, 1963. Webb, George M. and Mascowitz, Karl, "Intersection Capacity", Traffic Engineering, Institute of Traffic Engineers, Plainfield, New Jersey, January, 1956. Wildermuth, Bruno R., "Average Vehicle Headways at Signalized Intersection", Traffic Engineering, Institute of Traffic Engineers, Plainfield, New Jersey, November, 1962. APPENDICES 54 APPENDIX A Flow Diagrams of Morning and Afternoon Peak Hours 55 56 “Dom xmmm .£.< L mzo .oz maHm wasem . 5mm moo 1448 na> coca a =H 1137 v 534 WV I? 508 \/ FIGURE A-l 57 poem xmmm .Z.A :a> OCOH n :H mzo .oz meHm snaam . . I|n1\\\\\\\\\) Hem Hmw { 9 7 1203 /1 W Z FIGURE A-Z 58 uaom xmmm 039 .oz mHHm wnDHm OZO< «mm 390 wnN na> com a za wmm mom FIGURE A-3 59 “so: xmmm .z.m 03H .02 MHHm >Q3Hm 1f] mom FIGURE A-4 60 usom xmmm .z.< mmmmH .oz MHHm wQDBm mmoa mcw na> ocma u :H 1891 1856 anon 2089 4 omm 2049 FIGURE A-S 61 use: xmwm .z.m mmmmH .oz MHHm wQDHm omo 2767 mooa ea> coma n =H 1765 2770 1891 FIGURE A-6 62 uaom xmmm .z.< Z mpom .oz mHHm snaaml\\\\\\‘//m\‘/ 1862 na> coma . =H 2838 1811 ix. /—mmw Nnh 2905 FIGURE A-7 63 “new xmmm .z.m much .02 MHHw washm Z 3093 2063 men an» coma 3059 055‘ och 2053 :H FIGURE A-8 APPENDIX B Basic Data Tables 64 65 Vehicle Summation Position Sample findividualflizzsgfi: in Size Headways (secs) Queue (secs) 1' 111 349.25 3.15 2 110 280.00 2.55 3 100 241.25 2.41 4 96 218.25 2.27 5 86 183.75 2.14 6 76 156.00 2.05 7 59 133.50 2.26 8 45 95.75 2.13 9 32 62.50 1.95 10 27 53.00 1.96 11 24 46.75 1.95 12 23 46.50 2.02 13 19 35.25 1.86 14 18 38.00 2.11 15 13 24.50 1.88 16 10 21.75 2.17 17 11 20.75 1.89 18 11 21.75 1.98 19 10 17.75 1.77 19 66 117.75 1.78 TABLE B-l One - A.M. Peak Period Passenger through vehicles Study Site No. Lane 1 66 Vehicle Summation Average Position Sample Individual Headways in Size Headways Queue (seCS) (secs) 1 8 32.00 4.00 2 4 16.25 4.06 3 9 41.00 4.56 4 6 25.50 4.25 5 2 7.00 3.50 6 7 1 2.50 2.50 8 9 10 11 12 13 1 4.75 4.75 14 15 16 17 18 19 19 TABLE B—2 Peak Period One A.M. Truck through vehicles Site No. Study Lane 1 67 Vehicle Summation Position Sample Endividual .Average in Size Headways Headways Queue (secs) (secs) 1 108 297.50 2.75 2 104 255.25 2.45 3 92 217.75 2.37 4 73 156.00 2.14 5 60 131.50 2.19 6 49 97.75 1.99 7 34 65.25 1.92 8 29 52.25 1.80 9 24 48.50 2.02 10 17 30.25 1.78 11 17 30.00 1.76 12 17 30.00 1.76 13 15 32.00 2.13 14 14 34.25 2.45 15 12 19.00 1.58 16 10 21.75 2.17 17 9 21.25 2.36 18 10 20.50 2.05 19 10 16.75 1.67 19 86 152.00 1.77 TABLE B—3 Peak Period A.M. Passenger through vehicles One Study Site No. Lane 2 68 Vehicle Position in Queue Sample Size Summation Individual Headways (secs) Average Headways (secs) 10 11 12 13 14 15 16 17 18 19 19 18.25 15.75 9.00 3.50 TABLE B—4 Peak Period One A.M. Truck through vehicles Study Site No. Lane 2 Vehicle Summation Position Sample ndividual Average in Size Headwa s Headwayq y (secs‘ Queue (secs) " . 1 84 302.25 3.60 2 53 156.75 2.96 3 35 82.25 2.35 4 21 47.50 2.26 , 5 9 22.50 2.50 6 3 8.50 2.83 7 1 2.00 2.00 8 1 2.50 2.50 9 1 3.00 3.00 10 1 3.00 3.00 11 1 2.00 2.00 TABLE B-5 Peak Prriod Passenger turn vehicles A.M. One Study Site No. Right turn lane 70 9:22:16: Sample :3$$:§::1H:::;:§: in Size Headways Queue (secs) (secs) 1 11 42.25 3.84 2 5 14.50 2.90 3 1 3.00 3.00 4 1 4.00 4.00 5 6 1 6.75 6.75 7 8 .9 10 11 TABLE B-6 Period Peal: Truck turn vehicles A.M. One Study Site No. Right turn lane 71 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (SECS) 1 71 251.50 3.54 2 78 198.75 2.55 3 79 176.00 2.23 4 78 177.25 2.27 5 79 171.25 2.17 6 77 167.75 2.18 7 80 165.75 2.07 8 73 146.75 2.01 9 71 149.25 2.10 10 61 126.25 2.07 11 57 114.25 2.00 12 50 99.00 1.98 13 48 88.00 1.83 14 44 92.25 2.10 15 36 79.75 2.22 16 35 80.50 2.30 17 34 75.75 2.23 18 29 52.50 1.81 19 22 56.50 2.57 19 76 156.25 2.06 TABLE B—7 P.M. Peak Period Passenger through vehicles One Study Site No. Lane 1 72 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (secs) 1 2 7.50 3-75 2 3 4 1 3.50 3.50 5 1 2.25 2.25 6 1 4.00 4.00 7 8 3 13.50 4.50 9 2 6.00 3.00 10 3 15.25 5.08 11 3 7.00 2.33 12 1 2.50 2.50 13 14 15 2 5.25 2.62 16 17 18 19 19 1 3.25 3.25 TABLE B-8 Peak Period P.M. through vehicles One Study Site No. Lane 1 Truck 73 Vehicle Summation Position Sample kndividual .Average in Size Headways Headways Queue (secs) (SECS) l 74 245.50 3.32 2 77 179.75 2.33 3 80 179.25 2.24 4 79 176.25 2.23 5 78 171.00 2.19 6 70 155.25 2.22 7 55 114.75 2.09 8 51 107.75 2.11 9 43 90.50 2.10 10 40 80.50 2.01 11 36 80.00 2.22 12 34 68.00 2.00 13 28 58.75 2.10 14 23 57.25 2.49 15 21 49.50 2.36 16 16 29.75 1.86 17 13 27.75 2.13 18 9 16.50 1.83 19 7 17.00 2.43 19 31 68.00 2.19 TABLE B-9 P.M. Peak Period e On Passenger through vehicles Study Site No. Lane 2 74 Vehicle Position in Queue Sample Size Summatiofl ndividual Headways (secs) Average Headways (secs) 10 11 12 13 14 15 16 17 18 19 19 2.50 2.50 TABLE B—lO P.M. Peak Period Truck through vehicles One Study Site No. Lane 2 75 Vehicle Summation .A Position Sample ndividual verage Headways in Size Headways ( ) Queue (secs) secs 1 42 145.75 3.47 2 39 101.25 2.60 3 36 82.25 2.28 .3 a 4 26 51.00 1.96 8 n 5 11 20.25 1.84 "' u o 6 4 7.75 1.94 g? o 7 2 3.00 1.50 g m 3 2 2.75 1.37 m 1 29 105.25 3.63 2 31 90.00 2.90 3 25 72.25 2.89 4 10 27.25 2.72 E :3 5 5 16.00 3.20 "‘ H w 6 6 16.25 2.71 g m 7 2 5.25 2.62 g m 8 m TABLE B—ll P.M. Peak Period One Study Site No. Option Lane 76 Vehicle . Summation Position Sample ndividual Average in Size Headways Headways Queue (secs) (secs) 1 ' 75 334.50 4.46 2 48 175.00 3.65 3 30 122.75 4.09 C.‘ 4 11 52.75 4.80 g H 5 6 15.75 2.62 0 8 6 4 17.00 4.25 g 03 7 1 2.75 2.75 g 9.. 8 1 2.50 2.50 1 67 293.75 4.38 2 34 110.00 3.24 3 23 81.75 3.55 .3 “.3 4 17 47.00 2.76 g ..C 5 5 19.75 3.95 H H 6 2 6.00 3.00 E Q) 7 2 4.25 2.12 3 (U 8 1 2.25 2.25 9 TABLE B-12 Two A.M. Peak Period Study Site No. Lane 1 77 Vehicle Summation Position Sample ndividual Average in Size Headways Headways Queue (secs) (secs) 1 5 31.75 6.35 2 4 17.75 4.44 3 1 5.50 5.50 4 1 2.00 2.00 g a 5 {-1 '2‘. 6 a u 7 H 8 1 9 42.25 4.69 2 1 4.50 4.50 3 “E. 4 s 3 5 s H 6 x o 5 7 H 8 TABLE B-13 Two A.M. Peak Period Study Site No. Lane 1 78 Vehicle Summatior Position Sample Individual Average in Size Headways Headways Queue (secs) (secs) 1 47 256.75 5.46 2 24 114.00 4.75 3 4 20.00 5.00 a 4 5 15.25 3.05 S H 5 2 9.75 4.87 H w w a o (D U) m a. 1 45 199.25 4.43 2 9 28.50 3.17 3 6 26.00 4.33 g 3° 4 3 9.75 3.25 a n 5 H u m w a m m 0) m m TABLE B-l4 Peak Period A.M. Two Study Site No. Lane 79 Vehicle LSummatio A era e Position Sample ndividua v g Headways in Size Headways (secs) Queue (secs) 1 2 2 8.50 4.25 3 f. 4 s o s .1; H x U a H 5.. 1 5 30.50 6.10 2 1 4.75 4.75 3 4 a 1.. 5 1 5.00 5.00 g x U s u H TABLE B-15 Two A.M. Peak Period Study Site No. Lane 2 80 Vehicle Summatio Position Sample Individual Average in Size Headways Headways Queue (secs) (secs) 1' 123 545.50 4.43 2 125 370.00 2.96 3 93 278.25 2.99 -g :3 4 66 210.75 3.19 2 .l: 5 54 160.75 2.98 i d.) 6 28 79.50 2.84 g d.) 7 15 44.50 2.97 g m 8 5 13.75 2.75 m 2 W4 9 1 2.00 2.00 3 D., .8 «1 Q) n. 1 34 149.75 4.40 , 2! 2 15 49.75 3.32 a 3 19 74.00 3.89 | G 4 10 37.75 3.77 S {-4 O 5 6 22.75 3.79 3 5 OD . 6 10 36.50 3.65 g g 7 1 1 75 1 75 g 3 m a 8 U:H >5 '6!” 9 a e um (Or-7| TABLE B-16 81 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (secs) 1 ‘ 14 79.00 5.64 2 13 57.00 4.38 3 7 34.00 4.86 “E. 4 9 29.75 3.31 s o u 5 2 10.25 5.12 a H 6 3 19.00 6.33 fi 3 7 2 6.50 3.25 [1‘ 8 9 1 2 3 2 11.25 5.62 4 {i 5 a H 6 x o 3 7 H 8 9 TABLE B-17 Peak Period Two P.M. Study Site No. Lane 1 82 Vehicle Summation1 Position Sample ndividual Average in Size Headways Headways Queue (secs) (secs) 1 49 192.75 3.93 2 9 35.00 3.89 3 5 15.00 3.00 -§ 0 4 1 2.75 2.75 4 .1: E-1 5 H 3’. 6 1: Q) 03 U} m 04 1 38 199.25 5.24 2 33‘ 161.50 4.39 3 18 70.75 3.93 c: 4 6 18.25 3.04 ; E-I 5 1 3.00 3.00 p 2’. 6 1 4.25 4.25 S tn (0 to n. TABLE B-18 Two P.M. Peak Period Study Site No. Lane 2 83 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (SECS) 1 4 16.75 4.19 2 3 '5. 4 a 8 5 s H x U a H H 1 1 7.75 7.75 2 1 5.00 5.00 3 1 5.50 5.50 4 a ‘5 5 1 6.50 6.50 H x U a u H TABLE B—19 P.M. Peak Period Two Study Site No. Lane 2 84 Vehicle Summation E Position Sample Individual. Averagg : in Size Headways Headways i Queue (secs) (secs) E 1 109 334.00 3.06 I 2 108 275.25 2.55 i 3 106 248.75 2.35 ' 4 107 229.50 2.14 5 104 219.25 2.11 6 106 224.00 2.11 7 96 192.25 2.00 8 103 211.25 2.05 9 102 204.75 2.01 10 94 175.25 1.86 11 97 198.00 2.04 12 93 167.00 1.80 13 98 185.00 1.89 14 90 162.25 1.80 15 93 171.00 1.84 a 16 80 146.75 1.83 1 17 78 137.00 1.76 ; 18 49 90.00 1.84 ; 19 44 69.00 1.57 1 19 61 95.75 1 57 j TABLE B-ZO A.M. Peak Period Passenger through vehicles Three Study Site No. Lane 1 85 Vehicle Summation Position Sample Individua1.H:::;::: in Size Headways Queue (secs) (SECS) 1 8 30.75 3.84 2 16 45.25 2.83 3 18 44.25 2.46 4 16 44.75 2.80 5 22 62.50 2.84 6 14 32.75 2.34 7 21 57.25 2.73 8 9 25.75 2.86 9 15 45.00 3.00 10 23 52.75 2.30 11 19 53.25 2.80 12 18 47.50 2.64 13 16 51.00 3.19 14 18 46.75 2.59 15 13 33.00 2.54 16 16 45.00 2.81 17 12 ‘34.75 2.90 18 20 46.00 2.30 19 6 16.00 2.67 19 6 17.50 2.92 TABLE B-21 Peak Period Three A.M. Passenger turn vehicles Study Site No. Lane 1 86 Vehicle Summation Position Sample ind1V1dual1H8286252 in Size Headways Queue (secs) (secs) 1 6 30.00 5.00 2 4 15.50 3.88 3 6 21.50 3.58 4 8 23.25 2.91 5 4 11.75 2.94 6 9 24.50 2.72 7 9 25.50 2.83 8 11 38.25 3.48 9 10 29.25 2.92 10 7 24.75 3.54 11 6 23.00 3.83 12 7 34.75 4.96 13 4 18.75 4.69 14 3 7.75 2.59 15 4 11.00 2.75 16 4 15.50 3.88 17 5 9.00 1.80 18 3 10.25 3.42 19 1 1.25 1.25 19 TABLE B-22 A.M. Peak Period Three Truck through vehicles Study Site No. 1 Lane 87 Vehicle LSummation A Position Sample ndividual H Vgrage in Size Headways ea ways Queue (secs) (secs) 1 4 15.00 3.75 2 3 1 4.00 4.00 4 5 2 7.00 3.50 6 1 8.50 8.50 7 4 17.25 4.31 "U 8 5 25.00 5.00 .3 1.. 9 1 2.50 2.50 g 10 2 10.75 5.37 fi 0) 11 m m '(D zra oo 12 3 15.25 5.08 41% .C.‘ 13 1 5.25 5.25 S I i: 14 2 5.50 2.75 g 0.11.) 15 1 3.25 3.25 3... .CO 16 4 15.75 3.94 H 3 'E-1 O 17 z 011 18 : U) 19 %F* '00) 19 a: (Dy—1 TABLE B-23 88 Vehicle Summation Position Sample [ndividual 8:28:29: I in Size Headways ; I Queue (secs) (secs) 1. 128 420.75 3.29 2 130 315.75 2.43 3 129 269.25 2.09 4 130 270.25 2.08 5 130 250.50 1.93 6 131 260.00 1.98 7 130 260.75 2.01 8 131 237.75 1.81 9 130 240.25 1.85 10 127 237.25 1.87 11 128 249.50 1.95 12 126 233.00 1.85 13 124 217.50 1.75 14 119 217.50 1.83 15 117 211.50 1.81 16 114 214.50 1.88 17 108 186.50 1.73 18 104 191.75 1.84 19 91 153.00 1.68 19 209 341.25 1.63 TABLE B-24 Peak Period A.M. Three Passenger through vehicles Study Site No. 2 Lane 89 Vehicle Summation Position Sample [ndividual Average in Size Headways Headways Queue (secs) (secs) 1 2 3 4 5 6 7 8 9 10 2 4.25 2.12 11 1 2.50 2.50 12 2 7.75 3.87 13 1 5.50 5.50 14 1 2.00 2.00 15 1 4.50 4.50 16 17 18 19 19 1 2.50 2.50 2 TABLE B-25 Peak Period A.M. Three Truck through vehicles Study Site No. Lane 2 90 Vehicle Summation Position Sample 'mdividual Average in Size Headways Headways Queue (secs) (secs) 1 123 412.25 3.35 2 122 295.25 2.42 3 126 266.25 2.11 4 127 248.50 1.96 5 126 263.00 2.09 6 123 248.25 2.02 7 117 233.25 1.99 8 120 235.00 1.96 9 118 240.25 2.04 10 116 242.25 2.09 11 113 220.00 1.95 12 108 207.25 1.92 13 110 231.25 2.10 14 103 197.50 1.92 15 99 187.75 1.90 16 93 182.25 1.96 17 84 155.75 1.85 18 81 153.25 1.89 19 60 111.00 1.85 19 81 146.00 1.80 TABLE B-26 P.M. Peak Period Passenger through vehicles Three Study Site No. Lane 1 91 Vehicle Summation Position Sample IndividuaL Average in Size Headways Headways Queue (secs) (secs) 1 7 28.25 4.04 2 8 30.00 3.75 3 4 13.00 3.25 4 3 6.25 2.08 5 4 11.75 2.94 6 6 10.50 1.75 7 10 35.75 3.57 8 6 21.00 3.50 9 7 18.75 2.68 10 5 13.25 2.65 11 5 14.25 2.85 12 8 25.00 3.12 13 3 4.75 1.58 ‘14 4 10.00 2.50 15 4 11.75 2.94 16 2 8.25 4.12 17 4 10.75 2.69 18 19 4 12.25 3.06 19 TABLE B-27 Peak Period P.M. Truck through vehicles Three Study Site No. Lane 1 92 Vehicle Summation Position Sample Individual .Average in Size Headways Headways Queue (secs) (secs) 1 132 451.50 3.42 2 133 308.50 2.32 3 132 284.75 2.16 4 132 269.25 2.04 5 133 254.50 1.91 6 133 251.50 1.89 7 132 241.50 1.83 8 133 240.75 1.81 v 0 H 9 132 251.25 1.90 8 (DU) 940) 10 131 234.75 1.79 xrg (OH 11 126 221.50 1.76 3'5 > 12 129 248.75 1.93 5.; C143 13 127 236.50 1.86 g .L‘ 14 127 232.50 1.83 ' “ 1.. 15 124 228.50 1.84 o 8 CDC HQ) 16 119 218.00 1.83 g 3 CO 17 115 209.25 1.82 58‘ Z 18 111 215.75 1.94 3 n H 19 102 180.50 1 79 VIN >5 19 197 357.50 1.81 3 2 um 1.13—l TABLE B—28 93 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (secs) 1. 1 5.00 5.00 2 3 2 4.75 2.37 4 1 2.75 2.75 5 6 7 1 1.50 1.50 8 9 10 11 2 4.00 2.00 12 13 1 2.00 2.00 14 15 1 3.50 3.50 16 17 18 l 1.75 1.75 19 19 TABLE B-29 Peak Period P.M. Three Truck through vehicles Study Site No. Lane 2 94 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (secs) 1' 118 418.00 3.54 2 104 296.50 2.85 3 83 228.50 2.75 4 64 167.75 2.62 5 43 99.50 2.31 6 28 74.00 2.64 7 16 40.75 2.55 8 9 25.75 2.86 9 5 19.00 3.80 10 3 9.25 3.08 11 3 8.00 2.67 12 2 4.00 2.00 13 2 7.50 3.75 14 2 5.50 2.75 -mm TABLE B-30 Peak Periofi P.M. Passenger turn Three Study Site No. vchicies Right turn lane 1H: 95 Vehicle Position in Queue Sample Size Summation Individual Headways (secs) Average Headwavs (secs) 10 11 12 13 14 21.50 14.75 TABLE B-3l Peak Period Truck turn vehicles .M. Three Study Site No. Right turn lane “' 96 Vehicle Summation Position Sample IndividuaL Average in Size Headways Headways Queue (secs) (seCS) 1 146 467.75 3.20 2 143 451.25 3.16 3 136 367.75 2.70 4 116 317.00 2.73 5 110 304.00 2.76 6 92 220.75 2.40 7 76 190.75 2.51 8 66 141.75 2.15 9 57 134.75 2.36 10 50 106.50 2.13 11 41 90.00 2.20 12 32 71.25 2.23 13 24 50.75 2.11 14 10 22.25 2.22 15 7 17.25 2.46 15 4 7.25 1.81 TABLE B-32 Peak Period A.M. Passenger through vehicles Four - Study Site No. Lane 2 97 Vehicle Summation A Position Sample IndividualH virage in Size Headways :8 wags Queue (secs) secs 1 4 21.50 5.37 2 3 10.00 3.33 3 1 2.50 2.50 4 4 11.75 2.94 5 '8 '{i 6 2 14.00 7.00 0 D4 7‘ 1 2.50 2.50 fi 3 (Dr-i 8 “.3 25$ 9 l 2.00 2.00 -> < 10 'fi 5 '2 11 3 4.) u 12 5.2 .22: 13 u 'H o 14 1 3.00 3.00 z 3 I 15 H U) N 15 3;. a c u m m.4 TABLE 8~33 y].& .L I—m..-u . ‘ -.IA 1- 98 Vehicle Summation Position Sample Individua Average in Size Headways Headways Queue (secs) (secs) 1‘ 148 516.00 3.49 2 142 412.25 2.90 3 135 347.00 2.57 4 131 352.50 2.69 5 122 303.75 2.49 6 111 277.50 2.50 7 103 250.25 2.43 8 89 198.00 2.22 9 76 169.00 2.22 10 67 155.25 2.32 11 55 125.50 2.28 12 40 78.00 1.95 13 33 69.00 2.09 14 18 36.25 2.01 15 11 20.00 1.82 15 18 35.50 1.97 TABLE B-34 A.M. Peak Period Passenger through vehicles Four Study Site No. Lane 3 99 Vehicle Position in Queue Sample Size Summation Individual Headways (secs) Average Headways (secs) 10 11 12 13 14 15 15 14.50 ..-...J , TABLE B-35 A.M. Peak Period Truck through vehicles Four Study Site No. Lane 3 100 Vehicle Summation Position Sample ndividual Average in Size Headways Headways Queue (secs) (SECS) 1' 138 492.25 3.57 2 136 416.50 3.06 3 123 333.50 2.71 4 105 303.50 2.89 5 93 235.25 2.53 6 86 192.75 2.24 7 75 183.00 2.44 8 62 143.75 2.32 9 52 111.25 2.14 10 40 78.25 1.96 11 32 68.25 2.13 12 22 42.50 1.93 13 16 33.50 2.09 14 8 14.00 1.75 15 4 7.75 1.94 15 3 6.50 2.17 TABLE B-36 Peak Period A.M. Four Passenger through vehicles Study Site No. Lane 4 101 Vehicle Summation Position Sample individual Average in Size Headways Headways Queue (secs) (SECS) 1 2 2.50 1.25 2 1 3.00 3.00 3 A 5 3 10.00 3.33 6 7 1 6.25 6.25 8 1 2.50 2.50 9 1 7.25 7.25 10 11 12 1 3.75 3.75 13 14 15 15 TABLE B-37 Peak Period A.M. Truck through vehicles Four Study Site No. Lane 4 102 Vehicle Summation Average Position Sample ndividual Headways in Size Headways (secs) Queue (seCS) 1‘ 143 517.25 3.6? 2 119 268.00 2.25 r. (11 3 89 245.25 2.76 3 .,.; 4 66 175.50 2.66 8 > 5 38 95.50 2.51 S 00 6 18 46.75 2.60 5 U) 7 3 5.00 1.67 3 9.. 1 4 16.00 4.00 2 2 1.75 0.87 3 4 24.50 6.12 3 H U 4 H ..C‘. Q) 5 1 2.75 2.75 > i 6 a H E-I 7 “1 TABLE B-38 Peak Period A.M. Four U-Turn median crossover Study Site No. 103 Vehicle Summation osition Sample Individual Average in Size Headways Headways Queue (secs) (SECS) 1’ 166 564.50 3.40 2 143 483.25 3.38 3 132 375.75 2.85 4 119 329.50 2.77 5 104 273.00 2.63 6 94 224.25 2.39 7 83 208.25 2.51 8 62 133.75 2.16 9 55 121.00 2.20 10 41 83.75 2.04 11 35 80.75 2.31 12 26 45.50 1.74 13 22 47.00 2.14 14 11 20.00 1.82 15 8 14.75 1.84 15 4 6.50 1.62 TABLE B—39 Peak Period P.M. Passenger through vehicles Four Study Site No. Lane 2 104 Vehicle Summation .Average Position Sample IndividualHeadways in Size Headways (secs) Queue (secs) 1 3 11.00 3.67 2 6 32.25 5.37 3 3 15.50 5.17 4 1 2.25 2.25 5 2 9.00 4.50 6 2 5.75 2.87 7 2 5.25 2.62 8 3 16.00 5.33 9 2 6.25 3.12 10 1 3.00 3.00 11 12 13 14 15 15 TABLE B—4O Peak Period P.M. Truck through vehicles Four Study Site No. Lane 2 ‘I‘HJ F f Fulfill-l l. . - 105 Vehicle Summation A Position Sample Individual H virage in Size Headways ea waYS Queue (secs) (secs) 1 171 660.25 3.86 giant-1 2 157 525.25 3.35 i 3 151 491.00 3.25 i 4 140 395.75 2.83 'U 5 133 344.00 2.59 3 H U) 6 128 309.50 2.42 3,3 1 U 7 124 294.50 2.37 6:? .1: :2: 8 108 259.25 2.40 .£ 2 m 9 94 223.00 2.37 g E 10 78 173.00 2.22 I fi H 11 70 147.50 2.11 g u a 12 57 122.00 2.14 E g m 13 42 79.75 1.90 .3 O z 14 30 60.00 2.00 6. 4..) 15 21 38.00 1.81 gr“ 15 18 33.00 1.83 3‘8 - :1 C H CO V) .—J TABLE B-4l 106 1 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (SECS) 1 2 7.00 3.50 2 3 9.75 3.25 3 4 1 1.75 1.75 5 3 6.25 2.08 6 3 9.00 3.00 7 8 1 4.00 4.00 9 10 2 5.00 2.50 11 1 2.00 2.00 12 1 1.50 1.50 13 14 15 15 TABLE B-42 Peak Period P.M. Truck through vehicles Four Study Site No. 3 Lane 107 Vehicle Summation i Position Sample Individua1.H:::;:§: ; n Size Headways Queue (secs) (secs) 1 165 707.75 4.29 2 148 518.50 3.50 3 129 373.00 2.89 4 112 323.50 2.89 5 103 259.75 2.52 6 89 228.50 2.57 7 77 188.00 2.44 8 55 127.25 2.31 9 43 98.25 2.28 10 36 84.25 2.34 11 31 74.75 2.41 12 23 48.25 2.10 13 16 29.75 1.86 14 10 16.25 1.62 15 7 12.75 1.82 15 4 7.00 1.75 TABLE B-43 Peak Period P.M. Four Passenger through vehicles Study Site No. Lane 4 108 Vehicle Position in Queue Sample Size Individual Summation Headways (secs) Average Headways (secs) 10 11 12 13 14 15 15 TABLE B~44 Peak Period P.M. Truck through vehicles Four Study Site No. Lane 4 109 Vehicle Summation Position Sample Individual Average in Size Headways Headways Queue (secs) (SECS) 1 172 665.25 3.87 2 156 341.50 2.19 3 121 327.00 2.70 a .,..1 4 83 227.00 2.73 g :> 5 40 113.75 2.84 e 2’. 6 17 47.25 2.78 5 U) 7 2 4.00 2.00 g 9.. 8 1 2.75 2.75 1 3 12.50 4.17 2 1 5.50 5.50 3 3 H U " H 4 1 3.25 3. 5 fi 5 1 6.25 6.25 > 1‘. 6 1 2.75 2 5 a 1... E-4 7 8 TABLE B-45 Peak Period P.M. Four U—Turn median crossover Study Site No. APPENDIX C Graphical Illustrations of Individual Vehicular Headways 110 111 msosc Ga cofiufimom mHoH£m> In S S 2 2mg , S - a - a _q1m —H1H Graph C-l H mawq woaumm xmmm .Z.< mzo .Oz MHHm wcsem g ...:- Average Headways (secs) 112 05 .... msmsc CH cowufiwom maofi£m> NH , ma - ma - Ha - m . m m m 11L|| m dang seeped 3664 .:.< mzo .oz MHHw WQDHm 1*,“ Average Headways (secs) Graph C-2 ozone cw coaufimom maowco> NH m In“. — "'I. -.—\4-- -M! ' _fi . 113 “Ln 3. :0 . mfimg CMSH uxmwm eoeude emue .z.< mzc .cz meem reuse Average Headways (secs) 114 i"\ msmso cfi cowufimom oHoHLm> nH , ma He H mama toeuue edue .z.e mzo .Oz mHHm VCDHm :1w 1: I Average Headways (secs) Graph C~4 115 mswsc ca nofiufimom waofi£m> we ,1 E 2 _ 2 S a A m m 0 O O 1.. O O O O O o 0 all! N mama eoeeue emue .z.m mzc .oz mHHm chHm — _ _ — Average Headways (secs) Graph C— 116 msmsc :H cowuwmom maofino> mH - ma . HH m n I--. III mmaofizm> :w:ou:H Illlll .moaowzoew waficusa ..II II mzo eoeuue sued .z.e mama coaudo .cz mHHm renew Average Headways (secs) Graph C-6 117 ozone :H :oHunom oHost> NH mH m e _ w J 1. moHoH£m> zmsouse .IIIIII mmHUH£w> waHause II II H mcmH eoeuue edue .z.< 039 .oz maHm wmaem Average Headways (secs) C—7 Graph 118 03050 :H cOHuHmom wHoH£w> mH . NH mH mH HH m n m rlll rIllI-Il O Tlllll I. mmHoHcm> nwsousa llllll II mmHUHLm> wchusm. .II 0 O / N mcmH wOHpmm xmmm .z.< 038 .oz KHHm WQDHw Average Headways (secs) Graph C—S ozone :H GOHuHmom mHUHnm> 119 IMH mH HH m m m n H O O Illm moHoHnm> swaousa Illlll mmHonm> wchH=H II. II H «can eoeuue x664 .oz mHHm .z.m wnbam Graph C-9 Average Headways (secs) APPENDIX C Graphical Illustrations of Individual Vehicular Headways 110 111 msmsc fiH GOHuHmom oHoch> -.-j:j..3._. » 1. _ ¢ _. _ . . . 35.1.3: ...... T512... ...IH. 11". H MCMH pOHMQL xmmm .Z.< mzo .02 mHHm wczhm Average Headways (secs) Graph C-1 112 moose CH :OHuHmom mHoH£m> mzo .02 mHHm wmbem IbH II- RH mH mH HH , m m o o if 0.. Ill 0 o o o o o N ocmH eoeude emue .:.< Average Headways (secs) 'raph C-2 4‘ U 113 '—-Lv- mph-4‘. 3N mama: CH GCHuHmom RH , me ma dHuecu> a .. 3.3613“, —-1-.a-.--- 1- n‘. -9 u.‘ 3: wcmH cwzH uqux eoeude emue .:.< mzc .02 mHHm washrm -—————qm “m ‘9 Average Headways (secs) 114 r". my... . E411 . lbw.“ msmso cfi.cowuwmom wHoHcm> nH . mH - HH . a . N eoeuue edud .z.e mzo H mcmH .02 mHHm WCDHm MH—‘i Average Headways (secs) Graph ’Pw‘ 115 NH @5650 GH.:oHuHmom oHoHcm> ”'3 .1 mH HH a A 1 m pOHme xmwm .X.m mzc N w:MH .02 mHHm wcbfim _1m Average Headways (secs) raph C— n \J 116 NH 03030 :H cOHunom wHoHcm> HH m In 1 H I. _ 1. moHoHLw> swsoune lllll. .mmHoHr—g wchush II. II noeuue xuue .z.e 020 mcmH :oHuao .02 mHHm wnbhm i _ :* * Average Headways (secs) Graph 0-6 117 mpwpo cw cOHuHmom oHoHfim> mH m a 1 I _ ._. mmHoHLm> nwsoufia .Illlll mmHoH£o> wchh—se II II H wawH eoeuue awed .z.< 03H. . 02 mHHm VQDHm “ I —-——-—11n ——-d.v—i Average Headways (secs) 118 03650 aH.:0HuHmom wHoH£m> mH , me HH .. _ ._. moHoH£o> cwsouce mmHUHLm> manusH I N mcmH eoeuue seem .z.< 03H .02 mHHm wnbfim .: Average Headways (secs) Graph C-S 119 030:0 :H GOHuHmom mHoHsm> 864464 9664 039 .02 mHHm aH WH IJMH mH HH 0 - N , m H ,Fllll IIIIJ H O . Illllll N moHUHnw> swpouza ..lllll mmHUHnw> wcHauPH. II II H ocmH .Z.m wQDHm Average Headways (secs) Graph C-9 120 0:000 :H.cOHuHmom 0H0Hc0> 6H AH mH ma HH a a m m H 0 II II II 0 ./ / meUH£0> SMfi—OHF—H i I 66332, misuse. I... II 0/ N QCMH « woaumm xmmm .Z.m 03H .02 EHHm WQDHm — Average Headways (secs) Graph C-10 121 mH NH 03030 0H GOHuHmom 0H0H£0> :3. . 660060 9666 .z.< mmmzh H 000H .02 EHHm WQDHm —-——d|.n 4m +_: “WI-I Average Headways (secs) Graph C-ll 0:0:0 :H GOHuHmom 0HOH£0> mH 122 m: , H: e , a N 0:0H eoauue xuue .z.< mmmmH .02 mHHm MQDHm Graph C-12 Average Headways (secs) 123 0:0:0 :H :OHuHmom 0H0H£0> mH HH 6.. 9 : 1 H 0:0H 860464 9664 .2.4 mmmm9 .02 m9Hm 90090 *1m -—1m Average Headways (secs) Graph C-13 124 NH W like..." 0:0:0 :H.:OHuHmom 0H0Hn0> mH mH HH “m : .:. eoeuue seem .z.e mmmm9 N 0:0H .02 m9Hm 9:090 Average Headways (secs) Graph C—14 125 mH .1. . fit! hf. .4 50.2%.}... .3 “HALE. L- 0:0:c :H.:0Hunom 0HoH£0> AH mH mH HH m N Z 0:04 :u:9 ucme eoeude edue .z.e memes .oz meHm weaem Average Headways (secs) Graph C-15 126 mH 0:0:0 cfl :OHuHmom 0HOH£0> NH 3:. :. N 0:0H eoauue adue .z.< 2009 .02 m9Hm 90:9m Average Headways (secs) Graph C-l6 127 msmnc :H.:0Hu«mom wHoa£m> m $.H_N~H_m_fi_m_fl_fl_fl_ m_ : m wcmg MDOM .Oz mHHm MnDHm wofiumm xmom .:.< _ — _ “F. Average Headways (secs) Graph C-17 128 msmso ca nowuamom «Huanm> ma 5H ‘ ma ma ‘ HH @ h m m H Illlll IIIIILH 0 III .IILa O Illllc q mama woaumm xmmm .z.< mach .oz MHHm wmbhm Average Headways (secs) 129 wsmsc cw.cowuwmom mHofi£m> ¢H NH mH ma , HH ‘ a s m m H O { O O O um>ommouu cmfiwm: cusps: uofiumm xmom .z.< _ _ _ mach .oz mHHm wnaHm — r1, ‘ I ‘ ‘ Average Headways (secs) Graph C-19 130 ma 2 ..5a‘Er 0:030 cH.aowu«mom maowsw> 23;: N mama woaumm xwmm .Z.m mach .Oz mHHm WQDHm :_: Average Headways (secs) Graph C-20 131 wswso aH.:0Hunom «How£m> HH or _ :fl _ m_fl :h MDOM m mama poaumm xmmm .2.m .OZ whHm VQDHw —qm Average Headways (secs) Graph C-21 132 msmsc aw.cowuwmom mauwso> mH , ma HA 0 a w m coauom swam .z.m mach c mama .oz mHHm MODHm Average Headways (secs) Graph C-22 133 msmso a“ coauamom mHowsm> NH ma ma , HH ‘ o m uw>ommouu suave: unset: poaumm xwmm .2.A mach .oz meHm VQDHm _Average Headways (secs) Graph C-23 HICHIGQN STATE UNIV. LIBRQRIES 293105331049