,

INDIAN INSTITUTE OF TECHNOLOGY, DELHI

HAUS KHAS, NEW DELHI-110016

CIVIL ENGINEERING DEPARTMENT

Course Number: CVL 742
Traffic Engineering
REPORT

Lab 9: Sight Distance and Gap Study at

Intersection

Submitted To:
Dr. Kalaga Ramchandra Rao
(Associate Professor)

Civil Engineering Department, IIT Delhi

Submitted By:

Name: TANMOY DAS

Entry No.: 2015CEP2101
M Tech Transportation Engineering, Semester-III

Objectives:

The main objectives of this lab are to determine the minimum sight
distance (based on posted speed on the major street) and to record
available gaps in the major street traffic stream for vehicles existing an unsignalized driveway or intersection during peak periods.
Need for the Study:

The safe operation at intersections or driveways requires adequate sight

distance so drivers can enter the roadway safely. One of the most
important elements in designing a road section is the sight distance. Sight
Distance is the length of roadway that is clearly visible to the driver
without any obstruction. Suitable sight distance is required as the drivers
on the road have different experience and training. Also, adequate
stopping sight distance is to be provided to avoid accidents in designing
intersections and driveways. A gap study is required to determine whether
adequate gaps are available for the minor street can also be a driveway.
Overview:

The intersection sight distance is a major control for the safe operation of
roadways. It is of particular concern for access management with the
numerous driveways and approach roads that must be safely
accommodated. All intersecting driveways and roadways must have
adequate intersection sight distance.
The AASHTO book on Geometric Design of Highways discusses sight
distance in four steps:
1). The distance required for stopping, applicable on all highways.
2). The distance required for the passing vehicles, applicable only on two
lane highways.
3). The distances needed for decisions at complex locations.
4). The criteria for measuring these distances for use in design.
The
braking
distance
is
calculate
as
d
=
V2/2g
(f+-g)
Eqn. 1
SSD= Distance travelled in braking reaction time + Braking distance
Assume t=2.5 seconds and f=0.35 for 50 Kmph
The gap is defined as a period in which there are no vehicles during the
observed time. i.e. the existing drivers can make safe turning moment in
the major road. There are two major elements that need to be considered.
They are
1). Gaps in major street traffic flow.
2). Acceptance of available gaps by the minor street driver.
Study Components:

The breaking distance for a vehicle can be estimated using the following
equation:

d=
V2/30g
..Eqn. 2
Where,
d = braking distance, feet
V = initial speed, Miles
f = coefficient of friction
The coefficient of friction f varies, depending on the pavement condition
(wet or dry). Lower coefficient values are applicable on wet surfaces. Also,
it depends on type of vehicle, type and condition of pavement surface, and
air pressure of tires. Also, it depends on the braking capability of the
vehicle and speed. For design purposes, the minimum sight distance is
defined as the total distance travelled during the brake; reaction time and
the distance required stopping the vehicle to a standstill. The effect of
upgrade and downgrade is to decrease and increase safe stopping sight
distance, respectively. The following is the standard formula used to
determine braking distance on grades:
d = V2/30(f g)

Eqn. 3
Where,
g= percent of grade divided by 100
Field Work and Data Collection:

For conducting the gap study, the required minimum sight distance is
calculated based on posted speed of the major street using above
equations. A gap is defined as the period in which there are no vehicles
within the region. That is, when the exiting drivers can make a safe turning
movement onto the major street. The gaps available are recorder during
the off-peak hour of the major street.
WORK SHEET: LAB 9
Lab 9: Sight distance and Gap Study at Intersection

DATE: 05/10/2015

DAY: MONDAY

WEATHER: CLEAR

STUDENT NAME /GROUP NUMBER: TANMOY DAS/ GRP-1

ENTRY NUMBER: 2015CEP2101
STARTING TIME: 12:00 PM

ENDING TIME: 12:45 PM

Table 1: Gaps for vehicles turning left on Outer Ring Road

Sl. No

Time (Sec)

Accept/ Reject

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44

5.19
8.32
5.50
2.39
2.48
3.13
3.33
2.35
3.91
8.21
2.68
3.37
2.25
4.21
4.03
4.19
4.59
3.69
7.29
4.30
2.49
3.19
3.05
2.93
3.15
3.60
3.04
3.19
1.56
1.00
1.66
1.69
1.71
2.62
2.56
1.57
1.28
1.99
1.64
1.88
1.21
1.50
1.56
1.88

A
A
A
R
R
A
R
R
A
R
A
A
R
R
A
A
A
A
A
R
A
A
R
A
A
R
R
A
R
R
A
A
A
R
R
R
R
R
A
R
R
R
R
R

45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90

1.81
1.80
1.90
1.92
2.09
1.59
1.94
1.91
2.32
2.04
2.31
1.39
1.64
8.77
4.17
2.90
4.60
2.04
4.20
1.02
5.65
2.40
10.10
3.96
2.42
2.74
3.56
1.49
2.50
3.11
1.39
3.25
2.07
1.70
2.06
2.19
1.50
1.56
2.89
1.96
0.80
1.27
1.37
2.16
1.37
2.49

R
A
R
A
R
R
R
R
A
R
A
R
A
A
A
R
R
A
R
A
A
R
A
R
R
R
A
R
A
A
A
A
R
A
R
R
A
A
A
R
A
A
R
R
R
R

91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134

3.65
1.89
1.67
0.89
2.56
3.42
9.55
4.66
2.56
1.70
1.31
4.33
3.28
2.17
2.28
2.55
2.03
2.01
2.02
3.36
4.93
2.95
4.13
2.05
3.68
2.03
3.43
2.75
2.17
2.82
3.53
2.63
2.43
6.46
5.43
4.49
4.45
8.18
2.55
1.90
2.27
3.28
2.29
1.96

R
R
R
R
A
R
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
R
A
A
A
R
A
A
A
A

Table 2: Calculation of percentage and Cumulative accepted and rejected gaps

Rejecte
d gaps

Cumulativ
e of
accepted
gaps

Cumulati
ve of
rejected
gaps

17

24

17

54

27

17

44

30

16

60

13

69

73

74

75

78

10

80

Total

80

54

Gap
size
(sec)

Accep
ted
gaps

90
80
70
60
50
Cummulative Accept/Rejrct

40
Cumulative of accepted gaps
30

Cumulative of rejected gaps

20
10
0

10

Gap Size (Sec)

Conclution
1. Pedestrian average speed for sidewalk came out to be 1.29 m/s.
2. Pedestrian flow rate for sidewalk came out to be 4.8pedestrian/s.
3. Pedestrian unit peak flow rate came out to be 11.78 pedestrian/min/m for sidewalk.

4. The LOS for the sidewalk came out to be A when compared with Related measures as given in
Fig. 6 above. But during comparing the analyzed result with Avg. Space value as given in Fig.
6, it is coming as LOS C. On this level of service A, pedestrians move in desired paths
without altering their movements in response to other pedestrians. Walking speeds are free
speed, and conflicts between pedestrians are unlikely.
5. There are not as such difference in values between HCM 2000 and HCM 2010.

REFERENCES:
1. Transportation Research Board (TRB), (2000 &2010), Highway Capacity Manual, HCM
(2000&2010), Fifth Edition, Washington DC.