Delay to major street through vehicles at two-way stop-controlled intersections |
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| Institution: | 1. Department of Civil Engineering, Texas A&M University, College Station, Texas, 77843-3136, USA;2. Parsons Transportation Group, 5485 Belt Line Road, Suite 199, Dallas, Texas, 75240, USA;1. Associate Professor, Department of Civil Engineering, Indian Institute of Technology Guwahati, Guwahati-781039, Assam, India;2. Post Graduate Students, Department of Civil Engineering, Indian Institute of Technology Guwahati, Guwahati- 781039, Assam, India;1. Principal, RSR Rungta College of Engineering and Technology, Bhilai, 490024, Chhattisgarh, India;2. Associate Professor, Department of Civil Engineering, Indian Institute of Technology Guwahati, Guwahati, Assam, 781039. India;1. Project Officer, Department of Civil Engineering, IIT Madras, Chennai-36, INDIA;2. Project Officer, Department of Civil Engineering, IIT Madras, Chennai-36, INDIA;1. School of Civil Engineering, Suzhou University of Science and Technology, Ke Rui Road #1, Suzhou 215009, China;2. Department of Civil and Environmental Engineering, National University of Singapore, Singapore 117576, Singapore;3. School of Transportation, Southeast University, Si Pai Lou #2, Nanjing 210096, China;1. Transportation Research Institute, Technion – Israel Institute of Technology, Haifa 32000, Israel;2. Transportation Engineering Division, Indian Institute of Technology Madras, Chennai 600 036, India;3. Department of Civil Engineering, National Institute of Technology Karnataka, Surathkal, Mangalore 575 025, India |
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| Abstract: | This paper describes a methodology for predicting the delay to major street through vehicles at two-way stop-controlled intersections. This delay is incurred when major street left-turn demand exceeds the available storage area and blocks the adjacent through lane. The through lane blockage problem does not generally occur with significant frequency on streets with divided cross sections that have left-turn bays or lanes; however, it frequently occurs on undivided streets due to their lack of left-turn storage. To minimize this delay, through drivers often merge with vehicles in the adjacent through lane—if there is an adequate gap for them to safely merge into. If there is no merge opportunity, then the through drivers will stay in the inside lane until the queue ahead dissipates. The through vehicle delay predicted by the methodology was found to be relatively small (i.e. less than 5 s veh−1) when compared with delays commonly incurred by non-priority movements at unsignalized intersections. However, when expressed in terms of total vehicle hours of delay, the effect can be quite significant. In general, through vehicle delay increases with increasing approach flow rate and left-turn percentage. However, at flow rates in excess of about 1400 veh h−1, delays increase very rapidly and there is evidence that larger left-turn percentages may have lower delays. © |
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