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language[iso]keywords[keyword]abstractidentifier[uri]identifier[url]Jeon, Suk-Bong $PITSY PY$The Graduate School, Ajou University2007-02korD8Ȍ;
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P;8 P(\X 1 `D Xt X, , it XՌ 0 8 P(\X (t X0 L8 ] @ t . t\ t \ D8Ȍȴ )X \1T DՔXp, t| t D8Ȍ ɷ Ȍ Ĭ PѴX U\ t |X Ƭ| D8Ȍ t Y8x l a\ t.
KHCM D8Ȍ ɷD h Ǵ Pɷ 0x gap D8Ȍ (P)D ȩ(\@ (\D XX J ȩ(\| 0<\ t`<\ PD ȩ(\@ (\ P ȩX .
0| l (\| D88 P(\| X pȬ Pɷ 458(), 378(), 247() PD !X ¬tXx VISSIMD tǩX Ĭ(Critical gap) PD lt !P DPX, KHCM ȩ(\X P (\X ! PD DPX (t| X.
KHCMX ȩ(\X pȬ X Pɷļ P (\X PX (tǔ ǌ 1.048() lЌ 2.909()\ Ь.
l D8Ȍ թ P(\X U\ D t ȩ(\@ (\ \ x PD ȩt|X\ (\X P \ ɍx lX DՔ1D XՔ Ĭ0| ` <\ .)Number of signal display increases with time allocation due to feature of crossroad with traffic signal. As the departure delay and yellow time increase, the interval gets longer and efficiency of crossroad decreases. Therefore shorter display time is better. In light of this, it is required to activate the unprotected left-turn system and to accurately analyze the traffic operation such as left-turn correction coefficient and capacity of unprotected left-turn before operating left-turn system without protection. Since scientific study and system on unprotected left-turn are insufficient, applying it in the actual field may result in errors and problems.
In particular, in calculation of capacity of unprotected left-turn, P Value, an average unprotected left-turn factor per gap according to traffic volume of straight direction calculated theoretically based on the exclusive left-turn lane rather than separating exclusive left-turn lane and pubic road, were applied to exclusive left-turn lane and shared left-turn lane, which may result in analysis of crossroad allowing unprotected left-turn in condition of shared left-turn lane. Accordingly, this study selected crossroad with shared left-turn lane for unprotected left-turn, measured P Value in the range of straight direction traffic volume 458(cars), 378(cars), 247(cars) examined, obtained critical gap and P Value using microscopic analysis simulation VISSIM, compared P Value measured for shared left-turn lane and P Value for exclusive left-turn lane presented in KHCM, and analyzed the difference.
As a result of analysis, there was a difference in P value between in straight direction traffic volume in the scope examined in exclusive left-turn lane of KHCM and in shared left-turn lane in the range of 1.048(cars) to 2.909(cars).
This study may provide the opportunity to present the necessity of continuous study on P value of shared left-turn lane since different p value should be applied to exclusive left-turn lane and shared left-turn lane for accurate analysis of crossroad allowing unprotected left-turn..https://dspace.ajou.ac.kr/handle/2018.oak/2161Whttp://dcoll.ajou.ac.kr:9080/dcollection/jsp/common/DcLoOrgPer.jsp?sItemId=000000002301-2T[})"D?adw.Wyhq=_
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