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PDF (DX094490.pdf) - White Rose Etheses Online

PDF (DX094490.pdf) - White Rose Etheses Online

43 all three sites. It

43 all three sites. It should be noted that two-wheeled vehicles, classified under motorcycles, were included only for the circulatory flow. It was assumed that they did not have any effect on the entering flow as, usually, they did not follow the lane markings and entered additionally to other vehicles. 3.3 Turning r4ovements and Lane Occupancy The simulation program developed during this study assigns each entering vehicle to specific positions at the entry, according to its turning movement (see Chapter 5). It was decided to carry out a limited series of observations to obtain an indication of how vehicles use the entry. The obser- vations were carried out at the Brook Hill Roundabout near the tfliversity (Pig. 3.4). The roundabout has five arms; the one studied was tpper Hanover Street which forms part of the Inner Ring Road. During the evening peak period there are heavy f lows along Brook Hill towards Western Bank and Bolsover Street, and along Netherthorpe Road towards per Hanover Street; (Netherthorpe Road forms part of the Inner Ring Road also). The observations were carried out over four days. Each period lasted 40 minutes which was divided into four 10 minute sections per lane. The-results are included in Table 3.2. It was possible also to analyse the lane usage of one of the entries recorded at 400re Street Roundabout. The results of this analysis are included in Table 3.3. The observations at Brook Hill Roundabout were carried out manually using hand tallies. The i400re Street Roundabout figures were abstracted from the video tape used to obtain the gap-acceptance data and circulation flows. This same tape could have provided a similar analysis of turning movements of the entries from

44 Ecciesall Road. However, this distribution was affected by the presence of buses at the nearside lane due to the bus stop near the stop line. Therefore, the choice of lane would have been affected by other factors apart from the intended exit. As can be seen from the tables, the nearside lane at the 4-lane Upper Hanover Street entry is used almost exclusively by left-turning vehicles, the next two lanes, again almost exclusively, are used by straight through traffic, while the offside lane is mainly used by right-turning vehicles. The Clarence Street entry of the 400re Street Roundabout has only three lanes. Here, the nèarside lane was used heavily by straight through traffic, it must be noted, however, that the left-turning volume is very low. The offside lane flow included a small number of straight through vehicles but comprised mainly right-turning vehicles. The assumptions made about the use of the lanes of the entry in the simulation modelare included in Chapter 5.

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