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PDF (DX094490.pdf) - White Rose Etheses Online

PDF (DX094490.pdf) - White Rose Etheses Online

150 9 approach road

150 9 approach road resulting in a maximum flow of 1800 veh/hr/lane. 4. All entry vehicles have the same critical gap, ALPHA, and the same move-up time, BETA. 5. All vehicles are passenger cars. 6. Vehicles are assigned at the approach lanes without consideration of their turning movements. 7. Queueing vehicles move into the flare only from the ALtLA1ateJ adjoining approach lane. - 8. Queueing vehicles can move either only forward or forward and sideways simultaneously. They move sideways as many lanes as rows they move forward. 9. When queueing vehicles move sideways through one or more rows they take the same time as when they move only forward through the same number of rows. 10. The available positions in the flare are filled only after the entering flow has stopped, i.e. when the entering flow is not inhibited by circulating vehicles the extra places of the flare are not utilised. The program of SIMC consisted of a MASTER segment and a SUBROUTINE RANDOM which generates the pseudorandom fractions. The program was written in FORTRAN IV to be run on the ICL 1906.S computer at the University of Sheffield. The MASTER segment consisted of the following main parts, divided according to the function they performed: 1. Generation of circulating and entering vehicles. 2. Assignment of a position in the queue of entering vehicles. 3. Assignment of the earliest departure time. 4. Check of possibility of entry.

151 5. Entering or alternatively updating of the departure time. 6. Moving-up of vehicles remaining in the queue at the end of a gap. 7. Calculation of parameters of interest, 'figures of merit'. The output consisted of the capacity, the average delay over the simulated period and the entries per lane. 5.5 The Development of SPHT The model developed previously, SIMC, did not take into account turning movements. The implication of this assump- tion is that any generated vehicle could be assigned at any position of the entry, resulting in lower delays and, possibly, higher capacities that expected. Introducing realistic modelling of turning movemert could extend the usefulness of the model in the region of flows when the junction operates under or near capacity. It is in that region that average delay is more likely to be affected by turning movements. Further, the inclusion of turning movements would allow differentiation of the delay suffered by each traffic stream. The previous version allowed only one overall average delay estimation. Such a value is likely to be exceeded significantly for vehicles performing specific turning movements. In developing SPHT the following assumptions, upon which SIMC was based, were retained: 2 - 5, 8 and 9 (see section 5.4). movements: The following assumptions were made about turning

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PDF - White Rose Etheses Online
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PDF - White Rose Etheses Online
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