CE 242 Assignment Due date: 25 November 2022

The unsignalized intersection shown is experiencing congestion due to heavy traffic.

Existing peak hour volumes in pcu/hr. are indicated in the accompanying diagram.

1 (2754)
2 (204)

3
3 & 4(2160)
4

5 (0)
6 (2278)

1. Verify that the unsignalized intersection is indeed very congested. Make your assumptions if information is not available.

Assumption: Movement 5 = 0

Solution (Assuming no congestion on the major road)

a. Right turn into major road (NA since M5 is assumed to be zero)

b. Left turn off major road

i. Structure of major road traffic
Mh=M3+M4
Mh=2160 pcu/hr

Assuming a factor of 1.1 since no vehicle mix given:

Mh=2160/1.1
Mh=1964 veh/hr
ii. Critical Gap, tg = 6.0s (from table 5.4, assuming 4-lane major road)
iii. Mno = 100 pcu/hr (from fig 5.8)
iv. Existing Mn = 204 pcu/hr
v. Reserve capacity = 100-204 = -104 pcu/hr
vi. Evaluation: LOS F, Forced Flow

d. Left turn into major road

i. Structure of major road traffic
Mh=0.5M1+M2+M3+M4+M5+M7+M8
Mh=2160+204+2754
Mh=5118 pcu/hr
Assuming a factor of 1.1 since no vehicle mix given:
Mh=5118/1.1
Mh=4653 veh/hr
ii. Critical Gap, tg = 9.0s (from table 5.4, assuming 2-lane major road)
iii. Mno = 50 pcu/hr (from fig 5.8)
iv. Existing Mn = 2278 pcu/hr
v. Reserve capacity = 50-2278 = -2218 pcu/hr
vi. Evaluation: LOS F, forced flow

e. Overall assessment: LOS F, Congested/forced flow

2. Will traffic signal control be able to handle the given traffic volume? Assume saturation flow rates of 1,800 and 1,700 pcu/hr/lane for through/right and left turn traffic
Assume a 90-10 traffic distribution for Movements 3, and 4, respectively
 This is based on the distribution for M1 and M2

1 1
6
2
3
4 4

A B C

PHASE DIAGRAM

1 4

A 3 B C A B
2 6

CRITICAL MOVEMENT DIAGRAM

The y-value of each movement is computed.

Movement Volume SFR (pcu/ No of Lanes SFR y-value Phase Movement y-value
(pcu/hr) hr/lane) (pcu/hr)

1 2754 1800 3 5400 0.51 1 1 0.51

2 204 1800 1 1800 0.11 3 0.54
3 1944 1800 2 3600 0.54 4 0.12
4 216 1800 1 1800 0.12 2 1 0.51
5 0 1800 1 1800 0.00 2 0.11
6 2278 1700 2 3400 0.67 5 0.00
3 4 0.12
5 0.00
6 0.67

The y-values are superimposed in the critical movement diagram

0.51 0.12

A 0.54 B C A B
0.11 0.67

CRITICAL MOVEMENT DIAGRAM

Each of the following sets consists of movements that form a complete cycle:
[1,6], [2,3,6], or [2,4]

[1,6] Y= 0.51 + 0.67 + = 1.18

[2,3,6] Y= 0.11 + 0.54 + 0.67 = 1.32

[2,4] Y= 0.11 + 0.12 + = 0.23

Therefore, the critical movements are [2, 3, 6] with Y-value = 1.32

Since there are three major movements involved, 3 starting losses and all-red periods are
expected, giving a total loss time L = 3 x (2+2) = 12 sec.
 The optimum cycle is computed using equation 5.3

Co = 1.5(12)+5
1-1.32

Co = -72s

Since the computed Co is negative, traffic signalization won't solve the traffic problem

3. If a flyover is an option, which one would offer better operation?

Evaluating a. Left-turn flyover (all left-turn vehicles use the flyover)

1 (2754)

2 (204)
3(1944)

4 (216)

5 (0)

6 (0)

Solution (Assuming no congestion on the major road)

a. Right turn into major road (NA since M5 is assumed to be zero)

b. Left turn off major road

i. Structure of major road traffic
Mh=M3+M4
Mh=2160 pcu/hr

Assuming a factor of 1.1 since no vehicle mix given:

 Mh=2160/1.1
Mh=1964 veh/hr
ii. Critical Gap, tg = 6.0s (from table 5.4, assuming 4-lane major road)
iii. Mno = 100 pcu/hr (from fig 5.8)
iv. Existing Mn = 204 pcu/hr
v. Reserve capacity = 100-204 = -104 pcu/hr
vi. Evaluation: LOS F, Forced Flow

c. Left turn into major road (no conflict due to grade-separation)

d. Overall assessment: LOS F, Congested/forced flow

Evaluating b. Left-turn flyover (all left-turn vehicles use the flyover)

1 (276) - 10%
2 (204)

3(195) - 10%

4 (216)

5 (0)

6 (2278)

A. Evaluating West Approach (Orange movements)

a. Right turn into major road (NA since M5 is assumed to be zero)

b. Left turn off major road

i. Structure of major road traffic
Mh=M1+M2
Mh=195+216
Mh=411 pcu/hr
Assuming a factor of 1.1 since no vehicle mix given:
Mh=411/1.1
Mh=374 veh/hr
ii. Critical Gap, tg = 6.0s (from table 5.4, assuming 4-lane major road)
iii. Mno = 625 pcu/hr (from fig 5.8)
iv. Existing Mn = 204 pcu/hr
v. Reserve capacity = 625-204 = 421 pcu/hr
vi. Evaluation: LOS B, stable flow, very short traffic delay

d. Left turn into major road

i. Structure of major road traffic
Mh=M2+M3+M4
Mh=195+276+204
Mh=675 pcu/hr
Assuming a factor of 1.1 since no vehicle mix given:
Mh=675/1.1
Mh=614 veh/hr
ii. Critical Gap, tg = 9.0s (from table 5.4, assuming 2-lane major road)
iii. Mno = 200 pcu/hr (from fig 5.8)
 iv. Existing Mn = 2278 pcu/hr
v. Reserve capacity = 200-2278 = -2078 pcu/hr
vi. Evaluation: LOS F, forced flow

e. Overall assessment: LOS F, Congested/forced flow

Conclusion:
Both flyover options do not solve the problem since both yields LOS E results
The Left-turn flyover led to a -104 pcu/hr reserve capacity
The through flyover led to a -2078pcu/hr reserve capacity
The Left-turn flyover is the better option.