Analysis and Application of Delay Survey in Signalized Intersection

2014 ◽  
Vol 1030-1032 ◽  
pp. 2178-2181
Author(s):  
Meng Jiao Yang ◽  
Da Lin Qian ◽  
Yi Luo
Keyword(s):  
Traffic Flow ◽  
Signalized Intersection ◽  
Delay Analysis ◽  
Delay Model ◽  
Mixed Traffic ◽  
Mixed Traffic Flow ◽  
Control Delay ◽  
Actual Operation ◽  
The Common ◽  
Sample Method

This paper introduces the common methods of delay analysis in signalized intersection. Focuses on point sample method (PSM), and puts forward the improved point sample method (IPSM) that is easier to actual operation and accurate. Because the control delay takes the place of the stop delay and the statistics of period takes the place of the statistics of moment. Apply the IPSM and the HCM delay model to analysis delay of signalized intersection in Hohhot. It is a linear relationship between the two results. And the applicability of the IPSM is verified. The IPSM is more applicable and accurate to the mixed-traffic flow in China.

scholarly journals Car Delay Model near Bus Stops with Mixed Traffic Flow

2013 ◽  
Vol 2013 ◽  
pp. 1-6 ◽  
Author(s):  
Yang Xiaobao ◽  
Huan Mei ◽  
Gao Ziyou
Keyword(s):  
Probability Theory ◽  
Traffic Flow ◽  
Queuing Theory ◽  
Delay Model ◽  
Mixed Traffic ◽  
Average Delay ◽  
Mixed Traffic Flow ◽  
Operation Conditions ◽  
Traffic Stream ◽  
Bus Stops

This paper proposes a model for estimating car delays at bus stops under mixed traffic using probability theory and queuing theory. The roadway is divided to serve motorized and nonmotorized traffic streams. Bus stops are located on the nonmotorized lanes. When buses dwell at the stop, they block the bicycles. Thus, two conflict points between car stream and other traffic stream are identified. The first conflict point occurs as bicycles merge to the motorized lane to avoid waiting behind the stopping buses. The second occurs as buses merge back to the motorized lane. The average car delay is estimated as the sum of the average delay at these two conflict points and the delay resulting from following the slower bicycles that merged into the motorized lane. Data are collected to calibrate and validate the developed model from one site in Beijing. The sensitivity of car delay to various operation conditions is examined. The results show that both bus stream and bicycle stream have significant effects on car delay. At bus volumes above 200 vehicles per hour, the curbside stop design is not appropriate because of the long car delays. It can be replaced by the bus bay design.

scholarly journals Capacity Model for Single-Lane Minor Entry at Turbo-Roundabouts

2021 ◽  
Vol 0 (0) ◽  
Author(s):  
Andrea Kociánová
Keyword(s):  
Traffic Flow ◽  
Delay Model ◽  
Mixed Traffic ◽  
Traffic Flows ◽  
Mixed Traffic Flow ◽  
Traffic Lane ◽  
Unsignalized Intersections ◽  
Capacity Model ◽  
Traffic Volumes ◽  
The Right

Abstract Spirally arranged and physically separated traffic lanes in the circulatory carriageway of turbo-roundabouts force drivers to choose a particular entry lane and, subsequently, a circulatory traffic lane according to their intended destination. This specificity is taken into account in theoretical capacity models for two-lane turbo-roundabout entries typically evaluated by the lane-by-lane approach. Nevertheless, this specific path of movements is not considered in the most widely used capacity models for single-lane minor entries at oval turbo-roundabouts. In these models, only one entering traffic flow conflicted by two circulating traffic flows in front of the entry is considered. However, the entering traffic flow presents a mixed traffic flow of two movements (right-turning movement and left-turning and through movement) with different capacities due to different number of conflicting traffic streams and traffic volumes allocated into the outer and the inner circulatory lane. This fact is included in the capacity estimation for a single-lane minor entry presented in the article using the existing capacity formula for the mixed traffic flow on a shared minor lane at unsignalized intersections. The entry capacity reflects the proportion of the right-turning movement within a shared entry lane as well as the specific allocation of circulating traffic flow into the outer and the inner circulatory lane. This entry capacity is about 10 % to 30 % higher compared to a single-lane entry capacity estimated according to commonly used models described in the article. Higher entry capacity in a higher proportion of the right-turning traffic within mixed entry traffic flow is confirmed also by the results of average delays estimated by the theoretical delay model and microsimulation.

scholarly journals Fuel Consumption and Traffic Emissions Evaluation of Mixed Traffic Flow with Connected Automated Vehicles at Multiple Traffic Scenarios

2022 ◽  
Vol 2022 ◽  
pp. 1-14
Author(s):  
Bin Zhao ◽  
Yalan Lin ◽  
Huijun Hao ◽  
Zhihong Yao
Keyword(s):  
Fuel Consumption ◽  
Traffic Flow ◽  
Penetration Rate ◽  
Traffic Emissions ◽  
Signalized Intersection ◽  
Mixed Traffic ◽  
Reduce Fuel Consumption ◽  
Car Following ◽  
Mixed Traffic Flow ◽  
Connected Automated Vehicles

To analyze the impact of different proportions of connected automated vehicles (CAVs) on fuel consumption and traffic emissions, this paper studies fuel consumption and traffic emissions of mixed traffic flow with CAVs at different traffic scenarios. Firstly, the car-following modes and proportional relationship of vehicles in the mixed traffic flow are analyzed. On this basis, different car-following models are applied to capture the corresponding car-following modes. Then, Virginia Tech microscopic (VT-micro) model is adopted to calculate the instantaneous fuel consumption and traffic emissions. Finally, based on three typical traffic scenarios, a basic segment with bottleneck zone, ramp of the freeway, and signalized intersection, a simulation platform is built based on Python and SUMO to obtain vehicle trajectory data, and the fuel consumption and traffic emissions in different scenarios are obtained. The results show that (1) In different traffic scenarios, the application of CAVs can reduce fuel consumption and traffic emissions. The higher the penetration rate, the more significant the reduction in fuel consumption and traffic emissions. (2) In the three typical traffic scenarios, the advantages of CAVs are more evident in the signalized intersection. When the penetration rate of CAVs is 100%, the fuel consumption and traffic emissions reduction ratio is as high as 32%. It is noteworthy that the application of CAVs in urban transportation will significantly reduce fuel consumption and traffic emissions.

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