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Lanes Before BRT
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BikeTreeWalkBusCarTotal
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Exclusive01.8103.26
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Shared0000.22.83
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Total01.810.26930to 1 Advantage Cars
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Lanes After BRT
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BikeTreeWalkBusCarTotal
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Exclusive01.812.216
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Shared0000.22.83
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Total01.812.43.891.6to 1 Advantage Cars
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BusCarBusCar
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0.26Total lanes used by vehicleCalculated from Above0.26Total lanes used by vehicle type.Calculated from Above
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5.55.5Blocks in snapshotDistance between each bus11Blocks in snapshot
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11Speed factorHow much faster the faster vechicle goeshttp://www.signaltiming.com/The_Signal_Timing_Manual_08082008.pdf
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1260vehicles in snapshotTotal vehicles in the Snapshot
For cars used 50,60,30,40,50,30 for 5.5 blocks
0.1851vehicles in snapshotTotal vehicles in the Snapshot 60
The HCM QEM suggests 1,530 vphpl for most purposes.
FHWA-HOP-08-024 Page 70.
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551.25Persons per VehiclePer Tom Fraeser for cars551.25Persons per VehiclePer Tom Fraeser for cars
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CalculationsCalculations
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55325Persons Total9.963.75Persons Total
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1059.1Persons per block9.963.75Persons per block
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1059.1Persons per block adjusted for speed
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0.020.102Blocks per person usage0.020.094Lane per person usage
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5.1Advantage4.7to 1 Advantage Cars
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BusCarBusCar
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2.43.8Total blocks used by vehicle0.13333333330.2111111111Pct used by vehicle type.Calculated from Above
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1111Blocks in snapshot59405940Feet in snapshot
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21Speed factor
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1260vehicles in snapshotThis # for cars reflects the loss of a lane.0.1825.5vehicles in snapshotThis number for cars reflects the loss of a lane.
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551.25Persons per Vehicle27.51.25Persons per VehicleTwo busses arrive in same time as before, now each half full.
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CalculationsCalculations
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55325Persons Total4.9531.875Persons Total
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529.5Persons per block16039.3Feet Per User
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1029.5Persons per block adjusted for speed
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0.240.129Blocks per person usage
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1.9Advantage4.1to 1 Advantage Transit
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#DIV/0!#DIV/0!
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Chicago has rapid transit. It's called the el, short for elevated railway. It allows one to quickly and reliably get to places. There is growing demand to increase the number of places one can get to by rapid transit. But because it is so expensive to build we are not likely to see much more of it in Chicago.
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Chicago also has bus transit. The places where demand is highest for additional rapid transit are also the places where car congestion has slowed down already not-rapid bus transit.
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An answer to creating additional and reasonably priced rapid transit exists within the concept known as Bus Rapid Transit (BRT). It works by shifting roadway priorities from automobile usage to bus usage. It can do this by transfering the exclusive usage of some roadway lanes from automobiles to buses.
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A street that at times can no longer handle additional traffic is a candidate for BRT. A fully congested street indicates that many people want to use it to get somewhere. A fully congested street causes more congestion on other streets by those who cannot use the fully congested one. Ashland Avenue in Chicago is at times and places fully congested. I believe it to be a fitting candidate for the now proposed BRT installation.
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I further believe that an Ashland BRT would begin to redress the unfair advantage given to automobile users on Ashland Avenue. While automobile users would likely not argue that it is their congestion that is ruining the utility of Ashland Avenue for transit, they tend to counter calls for changes in usage priority with claims for fairness.
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I will first show that cars have a large unfair usage advantage on the current structure of Ashland Avenue. I will then suggest how a smaller transit user advantage will evolve into an actual fair usage structure for Ashland Avenue. [add actual x to y advantage numbers into the above.]
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