Intersection and Passageway Designs of Urban Agglomeration Connection Road

2013 ◽  
Vol 361-363 ◽  
pp. 2330-2338
Author(s):  
Yu Ming Zhou ◽  
Jin Liang Xu ◽  
Hong Zhi Yang ◽  
Yue Jie Han ◽  
Fang Li
Keyword(s):  
Traffic Congestion ◽  
Queue Length ◽  
Pearl River Delta ◽  
Organization Design ◽  
Urban Agglomeration ◽  
Running Speed ◽  
Left Turn ◽  
Traffic Characteristics ◽  
Function Design ◽  
Traffic Organization

To study the design rationality of intersection and gateways, reduce traffic congestion and accidents, based on the function design conception,this paper took connected roads in Pearl River Delta urban agglomeration as research object, combined theoretical analysis and VISSIM simulations, analyzed the traffic characteristics, reasonable forms, traffic organization design methods in the intersections, as well as the locations and reasonable intervals of passageways. The results show that: length of left-turn lanes on city agglomeration connection roads can be 40m to100m, while the length of right-turn lanes for acceleration or deceleration can be 40m~60m. When the distance between two gateways ranges is 800m~900m, the running speed will increase obviously and the longest queue length will decrease remarkably; But when it is over 900m, the variation of running speed and queue length will change to be smaller.So the distance recommended value is 900m-1200m.

scholarly journals NEW APPROACH TO ADDITIONAL LEFT-TURN SECTIONS OF THE TRAFFIC SIGNAL REGULATION

2019 ◽  
Vol 16 (4) ◽  
pp. 432-445 ◽  
Author(s):  
A. P. Zhigadlo ◽  
S. V. Dorokhin ◽  
D. V. Likhachev
Keyword(s):  
Traffic Flow ◽  
Queue Length ◽  
Flow Speed ◽  
Optimal Choice ◽  
New Approach ◽  
Left Turn ◽  
Forward Flow ◽  
Traffic Organization ◽  
Signal Regulation ◽  
Turn Direction

Introduction. The paper describes methods of using the additional left-turn phase of regulation. The authors view the main foreign and domestic methods used in the specialization of the left turn in a separate phase of regulation. To propose a new approach to the specialization of the left-turn direction in a separate phase of regulation the authors investigate one of the most loaded intersections in Voronezh and determine the main characteristics of the traffic flow. Therefore, the authors suggest new parameters in choosing of the necessary method of traffic organization at controlled intersections.Methods and materials. The paper analyses the main methods, which were conditionally related to two approaches: the accident rate of the site and the characteristics of the traffic flow (speed and intensity of the left-turn flow). The authors explained that the new approach, which took into account such parameters as speed, vehicle delays and queue length, allowed effectively controlling the intersection due to the optimal choice of the necessary traffic organization method and due to the result of changes in the parameters by combining the intensity of the left-turn flow and forward flow.Results. The authors developed the approach to the additional left-turn section introduction at the controlled intersection based on a comparison of the left-turn intensity and forward flow and on the analysis of changes in the main characteristics of the traffic flow (speed, vehicle delays and queue length).Discussion and conclusions. The authors concluded that it is necessary to use the proposed approach at the stage of modeling, design and reorganization of the regulated area on the basis of changes in the main characteristics of the traffic flow.

A New Continuous Flow Intersection for Urban Road: Architecture, Design, and Simulation

2012 ◽  
Vol 209-211 ◽  
pp. 677-682 ◽  
Author(s):  
Qiu Chen Liu ◽  
Lun Zhang ◽  
Wen Chen Yang
Keyword(s):  
Traffic Control ◽  
Continuous Flow ◽  
Left Turn ◽  
Urban Road ◽  
Traffic Efficiency ◽  
Traffic Conditions ◽  
Simulation Results ◽  
Low Efficiency ◽  
And Performance ◽  
Traffic Organization

In the light that heavy left-turn vehicles and oncoming vehicles conflict at conventional intersection(CI), leading to discontinuity and low efficiency of traffic flow, this paper presents a new continuous flow intersection(CFI) for urban roads. The geometry physical model and design principles of the CFI are illustrated and the CFI is designed from following three aspects: traffic space, traffic organization and traffic control. Experiments taking the CI and corresponding the CFI as the reseach objects are carried on, and performance of the proposed the CFI is validated via VISSIM. Extensive simulation results under five traffic conditions have demonstrated the potential of the proposed the CFI for improvement of traffic efficiency, and the applicability of the CFI in China is discussed considering the characteristics of domestic urban intersections and it indicates that the CFI could be applied to domestic suburb roads.

Comparison of Queue-Length Models at Signalized Intersections

2000 ◽  
Vol 1710 (1) ◽  
pp. 222-230 ◽  
Author(s):  
Fadhely Viloria ◽  
Kenneth Courage ◽  
Donald Avery
Keyword(s):  
Queue Length ◽  
Theoretical Models ◽  
Traffic Signals ◽  
Comprehensive Treatment ◽  
Highway Capacity ◽  
Left Turn ◽  
Highway Capacity Manual ◽  
Classification Framework ◽  
Queue Model ◽  
Measures Of Effectiveness

Several measures of effectiveness (MOEs) are associated with the queuing process at traffic signals, including delay, number of stops, fuel consumption, emissions, and queue length. The focus in this study is on queue length in general and on the storage requirements for left turns in particular. Queue length is an important MOE because queues that overflow the available storage space have an adverse effect on the overall operation of the intersection. Many traffic models now provide queue-length estimates, but the procedures used by these models are based on different queue definitions and have different computational approaches that lead to different results. A classification framework is developed for the existing models, their behavior is compared with that of the proposed Highway Capacity Manual (HCM) 2000 queue model, and queue conversion factors are provided for translating the various model outputs to their HCM 2000 equivalent. The proposed HCM 2000 model and its parent model from the Signalized and Unsignalized Intersection Design and Research Aid (SIDRA) provide a comprehensive treatment of the queuing process, accounting for control parameters such as controller type and progression quality as well as for the random and overflow effects associated with traffic flow. As such, the queue-length estimates from these models are more analytically defensible than those of the simpler theoretical models. The SIDRA and HCM 2000 queue estimates are generally higher than those of most other models and are somewhat higher than what conventional wisdom would suggest. It is suggested as a result of the comparisons presented that the queue estimates from some models are unduly optimistic when demand approaches capacity and that a goal of 90 percent confidence in the adequacy of left-turn storage lanes may be difficult to achieve under these conditions.

Estimating Queue Length for Contraflow Left-Turn Lane Design at Signalized Intersections

2019 ◽  
Vol 145 (6) ◽  
pp. 04019020 ◽  
Author(s):  
Pan Liu ◽  
Jiaming Wu ◽  
Huaguo Zhou ◽  
Jie Bao ◽  
Zhao Yang
Keyword(s):  
Queue Length ◽  
Signalized Intersections ◽  
Left Turn
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