Chapter 8 Chapter 8 Formatted: Heading 1 VEHICLE GAP STUDY 5.48.18.1 PURPOSE (1) The Vehicle Gap Study (Form No. 750-020-08) is used to determine the size and the number of gaps in the vehicular traffic stream for unsignalized intersections and access points, pedestrian studies, and school crossing studies. This chapter discusses how to conduct gap studies and estimate the critical gap for vehicular traffic and can be used in conjunction with the Pedestrian Critical Gap Study (Chapter 10), which estimates the critical gap for a group of pedestrians. 5.58.28.2 VEHICLE GAP STUDY (FIGURE 8-1) (1) In the context of this study, a gap is defined as the time duration (in seconds), measured at the same point in space, between the rear bumper and the front bumper of two consecutive vehicles. The critical gap is defined as the minimum time length (in seconds) of a gap in traffic which will permit (on average) a side street vehicle, a single pedestrian, or a group of pedestrians to cross a roadway of specified width without coming into conflict with passing vehicles. In the case of side street traffic, this value may also represent the time length of a gap in traffic which will permitting side street vehicles to merge into the traffic stream between two vehicles. (2) Form No. 750-020-08 should be filled out completely. The Location Roadway I.D. should be noted and provide information such as street name, U.S. route number, or state road number, or roadway name. Additionally, the corresponding checkbox shall be marked indicating whether the subject location is an intersection or a segment, and a reference point along the street such as a cross street name or and milepost should be provided. The City and County should be entered. Also, the General Information section including the Analyst and Agency or Company alongnames along with Prepared By and the Date whenof the study was conducted should be included.. Formatted: Right: 0" (3) The form is designed to record data up to four time periods. The beginning and ending time for each period should be entered, including whether the time is A.M. or P.M. Using stopwatches or other timing devices, the observer measures the length of gaps between vehicles in seconds (measured gaps are rounded to the Gap Study 8-1
nearest second). For each gap greater than or equal to the critical gap, the observer enters a tally mark in the appropriate row and column. When the study has been completed the observer can add up the tally marks and enter the totals for each hour in the corresponding row and column. Gaps of less than the critical gap size are not recorded because the time required to cross the roadway would not be met. Electronic count boards or laptop computers can be used to record the data in place of the stopwatch and Vehicle Gap Study form. (4) For divided roadways with sufficient median width to accommodate two stage vehicle or pedestrian crossings, the gap size should be determined for each direction of vehicular travel. (5) The total number of gaps exceeding the critical gap per hour should be filled in on the Vehicle Gap Study form. An example of how to fill the subject form is provided in Figure 8-1. These totals can then be used for signal warrant applications (such as Warrants 4 and Warrant 5) described in the the Traffic Signal Warrant Summary (Chapter 3). Formatted: Font: Bold, Italic 5.68.38.3 VEHICULAR CRITICAL GAP (1) The critical gap for vehicular traffic at a two-way stop-controlled intersection ( t c,x ) can be estimated for the minor-street movements and the major-street left-turns and U-turns using the following equation (Transportation Research Board. Highway Capacity Manual. Washington, DC: TRB 2010, Equation 19-30, Page 19-15): =t c,x = critical gap for movement x (s) = t c,base = base critical gap (s) per Figure 8-1Table 8-6 Formatted: Indent: Left: 0.5", Hanging: 0.5" Formatted: Font: Bold, Italic =t c,hv = adjustment factor for heavy vehicles (1.0 s for major streets with one lane in each direction; 2.0 s for major streets with two or three lanes in each direction). =P HV = proportion of heavy vehicles for movement (decimal) =t c,g = adjustment factor for grade (0.1 s for minor-street right turns; 0.2 s for minor-street left turns and minor-street through movements) =G = percent grade (integer) Gap Study 8-2
=T 3,LT = adjustment factor for intersection geometry (0.7 s for minor-street left turn at three-leg intersection; 0.0 s otherwise) Table 8-8-16. Transportation Research Board. Highway Capacity Manual. Washington, DC: TRB 2010, Exhibit 19-10, Page 19-15 Vehicular Movement Left turn from major U-turn from major Right turn from minor Through traffic on minor Two Lanes Four Lanes Six Lanes 4.1 4.1 5.3 6.4 (wide) N/A 5.6 6.9 (narrow) 6.2 6.9 7.1 1-stage: 6.5 1-stage: 6.5 1-stage: 6.5* 2-stage, Stage I: 5.5 2-stage, Stage I: 5.5 2-stage, Stage I: 5.5* 2-stage, Stage II: 5.5 2-stage, Stage II: 5.5 2-stage, Stage II: 5.5* Formatted Table Left turn from minor * Use caution; estimated values estimated. 1-stage: 7.1 1-stage: 7.5 1-stage: 6.4 2-stage, Stage I: 6.1 2-stage, Stage I: 6.5 2-stage, Stage I: 7.3 2-stage, Stage II: 6.1 2-stage, Stage II: 6.5 2-stage, Stage II: 6.7 8.48.4 PEDESTRIAN CRITICAL GAP (1) The critical gap for a single pedestrian ( t c ) is estimated using the following equation (Transportation Research Board. Highway Capacity Manual. Washington, DC: TRB 2010, Equation 19-69, Page 19-31): t c = single pedestrian critical gap (s) S p = average pedestrian walking speed (default 3.5 ft/s) L = crosswalk length (ft) t s = pedestrian start-up time and end clearance time (default 3 s) Formatted: Space After: 6 pt (6)(2) A walking speed study may be required to best reflect the average pedestrian Gap Study 8-3
walking speed ( S p ) if the location s pedestrian characteristics are different from typical pedestrian areas (e.g., disabled, elderly, children, etc.). (3) The critical gap for a group of pedestrians ( t G ) is calculated by using the following equations (Transportation Research Board. Highway Capacity Manual. Washington, DC: TRB 2010, Equation 19-72, Page 19-32): ( ) t G = group critical gap (s) Formatted: Indent: Left: 0.5", Hanging: 0.5" t c = single pedestrian critical gap (s) N p = spatial distribution of pedestrians (ped). Assume one (1) if no platooning of pedestrian is observed in the field; otherwise, use the following equation (Transportation Research Board. Highway Capacity Manual. Washington, DC: TRB 2010, Equation 19-70, Page 19-32): [ ] 8.0 = default clear effective width used by a single pedestrian to avoid interference when passing other pedestrians Formatted: Indent: Left: 0.5", Hanging: 0.5" W c = crosswalk width (ft) N c = pedestrians in the crossing platoon (ped) calculated using the following equation (Transportation Research Board. Highway Capacity Manual. Washington, DC: TRB 2010, Equation 19-71, Page 19-32): Formatted: Indent: Left: 0.5", Hanging: 0.5", Space After: 0 pt ( ) ( ) v p = pedestrian flow rate (ped/s) v = vehicular flow rate (veh/s) t c = single pedestrian critical gap (s) (4) For another approach to estimate gap acceptance characteristics (for pedestrian and vehicles) reference the procedures found in the Institute of Transportation Engineers, Manual of Transportation Engineering Studies, 2 nd Edition, 2010, Chapter 6. Gap Study 8-4
(7) 5.78.58.3 FORMS ACCESS Formatted: Indent: Left: 0", Hanging: 0.5", Space Before: 0 pt, After: 0 pt, No bullets or numbering (1) An electronic reproducible version reproducible copy of the Vehicle Gap Study (Form 750-020-08) is in the Appendix. This form is also available in the Department's Forms Library. Gap Study 8-5
Figure 8-1. Gap Study Form No. 750-020-08 Formatted: Keep with next Formatted: Centered Gap Study 8-6
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