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PDF (DX094490.pdf) - White Rose Etheses Online

PDF (DX094490.pdf) - White Rose Etheses Online

170 and around capacity.

170 and around capacity. Ashworth & Mattar (1974) studied delays at Brook Hill roundabout before and after flaring. They reported the following delay savings: a.m. peak = 34.5%, off-peak = 28.6% and p.m. peak = 22.6%. It should be noted that these figures refer to delay savings for traffic at all five approaches of the roundabout (shown in figure 3.4). 6.3.4 Delay and Flow and Gap-Acceptance Parameters The analysis to determine the effects of the above parameters was based on estimates produced by the simulation model assuming a constant set of turning proportions (left-turn = 20%/straight = 60%/right-turn = 20%), while varying the other parameters over the following range Q 1 = 500, 1000, 2000 and 3000 veh/hr, = 500, 1000, 1500 and 2000 veh/hr, ci. = 2.00, 2.50, 3.00 and 3.50 sec, = 1.50, 2.00, 2.50 and 3.00 sec. The figures that are included relevant to this section are only a small selection demonstrating the points described below. They are typical of the results not included. For all combinations delay increases at fast rates as the entry approaches and exceeds capacity. Figures 6.26 - 6.29 demonstrate the relationship between delay, the circulating flow and the demand flow. Figures 6.30 - 6.33 3how the relation- ship between delay and the critical gap, while figures 6.34 - 6.37 show the relationship between the delay and move-up time. Figures 6.26 - 6.29 indicate that the delay increases only slowly with the circulating flow as long as the entry is

171 not operating at or near capacity; also at below capacity operation average delay is not greatly affected by the volume of the entry demand flow. Similarly, the insensitivity of delay to the move-up time parameter at below-capacity operation is indicated by figures 6.30 - 6.37.

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PDF (267549_VOL2.pdf) - White Rose Etheses Online
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