A model of pedestrian delay at unsignalized intersections in urban networks

Zheng, Yinan; Elefteriadou, Lily

doi:10.1016/j.trb.2017.01.018

Cited by 20 publications

(13 citation statements)

References 18 publications

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“…The driver at the entry flow is obliged to let pedestrians cross the pedestrian crossing before the conflicting circulating flow, and go over the pedestrian crossing with the vehicle when the acceptable time interval between pedestrian movement at the pedestrian crossing occurs, and then after that, using the acceptable headway in the circulating flow, join the roundabout traffic flow [47]. Models based on field research, and confirmed by simulations in MATLAB (MATLAB 2013, MathWorks, Natick, USA), give a special contribution to the pedestrian influence [48]. The issue tackled by this article is not the influence of pedestrians and heavy vehicles on the roundabout capacity, and due to that the used value for both factors (f ped , f HV,e ) in all calculations is 1.00.…”

Section: Methodsmentioning

confidence: 99%

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

et al. 2019

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Procedures for the calculation of capacity of all types of unsignalized intersections, therefore roundabouts as well, represents a combination of the empirical model (exponential regression) and the likelihood of accepting time gaps in the priority flow by drivers who perform a minor manoeuvre. The values of the critical headway, as the minimum necessary time gap for performing the wanted minor manoeuvre, and the follow-up headway, have been given as the recommendations in the existing methodologies for capacity calculation, depending on the type of the manoeuvre. In traffic flow theory it has been known that drivers’ behaviour influences the capacity of roads and intersections, and the assessment of that influence is done through the adoption or correction of the values of certain parameters. At unsignalized intersections the influence of drivers’ behaviour is reflected through the values of critical headway and follow-up headway. The acceptance of the value of time gaps, i.e., the value of the critical headway and follow-up headway, depends on drivers’ knowledge of local conditions. This paper presents the parameter values of critical headway and follow-up headway for resident and non-resident drivers based on the analysis and statistical processing of research results. The research was conducted at four roundabouts in four towns in Bosnia and Herzegovina, and the total number of vehicles covered by the research is 31,053. In that way, it has been confirmed that the capacity of roundabouts depends on the behaviour of the alleged groups of drivers, i.e., with the increase of the level of participation of non-resident drivers in traffic flow, the roundabout capacity decreases. The model for determining the influence of non-resident drivers on the roundabout capacity was created by using multiple linear regression. If the proposed model in the procedures of traffic planning is applied, the influence of roundabouts on the level of service, sustainability, and the emission of Green House Gases (GHG) can be realistically assessed and perceived in accordance with the expected participation of resident and non-resident drivers.

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Section: Methodsmentioning

confidence: 99%

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

et al. 2019

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“…Different pedestrian-vehicle interaction mechanisms will affect the implementation effect of EPP [10]. Scholars at home and abroad have found that traffic environment factors [11,12], pedestrian factors [1,9,[13][14][15], and vehicle factors [12,16] will affect the pedestrian-vehicle interaction mechanism at signalized intersections. e pedestrian-vehicle interaction mechanism will directly affect the traffic model of signalized intersections (including capacity estimation model [17], delay estimation model [14], signal timing [18], etc.)…”

Section: Brief Review On Epp and Pedestrian-vehicle Interactionmentioning

confidence: 99%

Conditions for Setting Exclusive Pedestrian Phases at Two-Phase Signalized Intersections considering Pedestrian-Vehicle Interaction

Wang

Yang

Zhao

2021

Journal of Advanced Transportation

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In order to analyze the effectiveness of setting exclusive pedestrian phase (EPP) under different vehicle yielding rates, the effect of EPPs on traffic efficiency is studied and a setting condition of EPP considering pedestrian-vehicle interaction is proposed in this paper. First, the main factors influencing the behavior of vehicles and pedestrians during pedestrian-vehicle interaction are analyzed, and a pedestrian-vehicle interaction (PVI) model at the crosswalk of urban road is established. Second, assuming that vehicle arrival obeys the Poisson distribution, the delay models of vehicle passengers and pedestrians crossing the street at the intersection are established, and taking the total delay of traffic participants as the main index, the setting condition of EPP are proposed. Third, based on the video of pedestrian-vehicle interaction at crosswalks, the parameters of the proposed model are calibrated. Through sensitivity analysis, the change of the total delay of traffic participants is analyzed under different conditions of pedestrian and vehicle arrival rates. Finally, by introducing pedestrian-vehicle interaction rules, a cellular automata (CA) simulation platform of pedestrian-vehicle interaction in crosswalk is established; based on the field data of Shanghai, a simulation model of intersection is established, and the total delay, queue length, and vehicle throughput under conventional signal control plan and EPP plan are compared. The results show that the pedestrian-vehicle interaction process has a great influence on the total delay of traffic participants at intersections, and pedestrian-vehicle interaction should be considered in the setting conditions of EPP. Under the same condition of vehicular flow, the more the pedestrian flow is, the smaller the delay increment will be. The higher the vehicle yielding rate is, the smaller the delay increment will be after setting EPP.

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“…Different pedestrian-vehicle interaction mechanisms will affect the control effect of the right-turn signal (13). Scholars in China and other countries have found that traffic environment factors, pedestrian factors, and vehicle factors affect the pedestrian-vehicle interaction mechanism of signalized intersections (1,(14)(15)(16)(17)(18)(19)(20)(21). The pedestrian-vehicle interaction mechanism directly affects the traffic model of signalized intersections (e.g., capacity estimation model, delay estimation model), and then changes the optimization conditions of the right-turn signal (9,18,22,23).…”

Section: Brief Review On Right-turn Signal Control and Pedestrian-vehicle Interaction Researchmentioning

confidence: 99%

Optimizing Right-Turn Signals to Benefit Pedestrian–Vehicle Interactions

Wang

Yang

Dong

et al. 2021

Transportation Research Record: Journal of the Transportation R

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In most right-driving urban signalized intersections, right-turn vehicle signals do not usually control turns. To address the problem of signal control in a pedestrian–vehicle interaction, this paper establishes a right-turn signal optimization (RTSO) model that considers both efficiency and safety. First, the main factors influencing the behavior of vehicle and pedestrian during pedestrian–vehicle interaction are analyzed, and a pedestrian–vehicle interaction model (PVI model) at an urban road crosswalk is established. This model is used to determine the probabilities of four pedestrian–vehicle interaction situations. Then, based on the traffic conflict theory, the next step was to construct an objective function that minimizes the total delay of traffic participants considering pedestrian–vehicle interactions, and another objective function that minimizes the potential conflicts considering pedestrian–vehicle interactions. Then, an RTSO model is obtained by introducing a safety-efficiency coefficient to combine the previously described two constructed functions. Finally, the PVI model and delay model are verified through video observation data and the establishment of a cellular automata simulation platform of pedestrian–vehicle interaction. Using these models, a field signal plan, the delay minimization scheme, the conflict minimization scheme, and the proposed scheme are numerically analyzed under different yielding rates. This proposed scheme is further numerically analyzed under different safety-efficiency coefficients. The results show that this paper’s RTSO model has certain advantages in increasing safety and reducing delay. In addition, using these results, this paper gives a recommended value for the safety-efficiency coefficients in different application scenarios.

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A model of pedestrian delay at unsignalized intersections in urban networks

Cited by 20 publications

References 18 publications

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

The Influence of the Participation of Non-Resident Drivers on Roundabout Capacity

Conditions for Setting Exclusive Pedestrian Phases at Two-Phase Signalized Intersections considering Pedestrian-Vehicle Interaction

Optimizing Right-Turn Signals to Benefit Pedestrian–Vehicle Interactions

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