Operational analysis of the contraflow left-turn lane design at signalized intersections in China

Wu, Jin−Jei; Liu, Pan; Tian, Zong; Xu, Chengcheng

doi:10.1016/j.trc.2016.06.011

Cited by 66 publications

(45 citation statements)

References 16 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…A generalized lane-based optimization model for the integrated design of DLT intersection types, lane markings, length of the displaced left-turn lane, and signal timings is presented, solved, simulated, and analyzed in [28]. Contraflow left-turn lanes (CLLs) are set up in the opposing lanes adjacent to the conventional left-turn lane at the intersection, and simulation analysis showed that CLLs outperformed a conventional left-turn lane design and generated less delay to both left-turn and through movements [29]. An unconventional U-turn treatment (UUT) for intersections which has a dual-bay design with different turning radii for small and large vehicles was presented, and could improve operations at intersection areas, especially when the volume/capacity ratio was small [30].…”

Section: Literature Reviewmentioning

confidence: 99%

A Novel Left-Turn Signal Control Method for Improving Intersection Capacity in a Connected Vehicle Environment

et al. 2019

View full text Add to dashboard Cite

Setting up an exclusive left-turn lane and corresponding signal phase for intersection traffic safety and efficiency will decrease the capacity of the intersection when there are less or no left-turn movements. This is especially true during rush hours because of the ineffective use of left-turn lane space and signal phase duration. With the advantages of vehicle-to-infrastructure (V2I) communication, a novel intersection signal control model is proposed which sets up variable lane direction arrow marking and turns the left-turn lane into a controllable shared lane for left-turn and through movements. The new intersection signal control model and its control strategy are presented and simulated using field data. After comparison with two other intersection control models and control strategies, the new model is validated to improve the intersection capacity in rush hours. Besides, variable lane lines and the corresponding control method are designed and combined with the left-turn waiting area to overcome the shortcomings of the proposed intersection signal control model and control strategy.

show abstract

Section: Literature Reviewmentioning

confidence: 99%

A Novel Left-Turn Signal Control Method for Improving Intersection Capacity in a Connected Vehicle Environment

et al. 2019

View full text Add to dashboard Cite

show abstract

“…The delay caused by conflicts is directly related to the left-turn and right-turn traffic flow and the distance distribution between vehicles, which can be calculated according to the equation in the literature [45]. Therefore, the delay caused by conflicts for through movement and diagonal movement can be calculated by (11) and (12), respectively, in which the acceptable gap for pedestrians to cross, , can be calculated by (13) [45].…”

Section: =mentioning

confidence: 99%

“…The intersection is the bottleneck node of the urban road network, in which the traffic problems are mainly caused by the complicated traffic flow. To better deal with the conflict between left-turn and through vehicles, a series of unconventional intersection designs were proposed, including median U-turn intersections [1,2], superstreet intersections [1,3,4], uninterrupted flow intersections [5], special width approach lanes [6], dynamic reversible lane control [7], displaced leftturn intersections [8,9], exit-lanes for left-turn intersections (EFL) [10][11][12], and tandem intersections [13][14][15].…”

Section: Introductionmentioning

confidence: 99%

Pedestrian Delay Model for Continuous Flow Intersections under Three Design Patterns

Wang

Zhao

2019

Mathematical Problems in Engineering

View full text Add to dashboard Cite

In order to accurately evaluate the level of service of pedestrians and provide the basis for the optimized design, the pedestrian delay of the continuous flow intersection was analyzed. According to the characteristics of streams of pedestrians’ arriving and leaving, the pedestrian delay models of different directions (namely, straight and diagonal) were established for three pedestrian passing patterns of the continuous flow intersection. The accuracy of the models was verified by VISSIM. The deviation was less than 3%. The effects of three key factors, namely, the vehicle demands, pedestrian demands and percentage of diagonal crossing, on the delay of the pedestrian under three modes were discussed by sensitivity analysis. The results show that the traditional pedestrian passing pattern mainly applies on the conditions that vehicle and pedestrian demands are low. The pattern of interspersed pedestrian passing is mainly applicable to the conditions of high vehicle and pedestrian demands. Although the pattern of exclusive pedestrian passing phase was least selected as the optimal design, it can apply to traffic demand fluctuating condition for its insensitive to volume and pedestrian demand pattern.

show abstract

“…In transportation engineering, despite considerable information can be derived from new technologies and can be incorporated into the traditional performance measurements (see e.g. [2][3][4][5][6][7][8]), the effect of variability and uncertainty in input parameters on outputs is not often taken into account in the capacity analysis of roads and intersections. The assessment of the effects of a design choice on one or more parameters that are used when an operational analysis is being carried out, requests information on the sources of uncertainty that have affected them and the relation among them [9].…”

Section: The Backgroundmentioning

confidence: 99%

Exploring the uncertainty in capacity estimation at roundabouts

Giuffrè

Granà

Tumminello

2017

Eur. Transp. Res. Rev.

View full text Add to dashboard Cite

Purpose In gap-acceptance theory the critical and the followup headways have a significant role in determining roundabout entry capacities which in turn depend on circulating flow rates under a specified arrival headway distribution. Calculation considers single mean values of the gap-acceptance parameters, neglecting the inherent variations in these random variables and providing a single value of entry capacity. The purpose of this paper is to derive the entry capacity distribution which accounts for the variations of the contributing (random) variables and suggest how to consider this issue in the operational analysis of the roundabouts. Methods We performed a Monte Carlo simulation to get the distribution of entry capacity and found Crystal Ball software effective for performing the random sampling from the probability density functions of each contributing parameter. A steady-state model of capacity was used for performing many runs; in each run, the values of each contributing parameter were randomly drawn from the corresponding distributions. Results The paper presents the first simulations and the entry capacity distributions at roundabouts, once the probability distributions of the headways were assumed. The results of the analysis were expressed probabilistically, meaning that the probability distributions of capacity rather than the simple point estimates were obtained. Conclusions Comparing the capacity values based on a metaanalytic estimation of critical and follow-up headways and the capacity functions based on the probability distributions of the model parameters, more insights in developing an appropriate approach to capacity estimation at roundabouts can be gained.

show abstract

Operational analysis of the contraflow left-turn lane design at signalized intersections in China

Cited by 66 publications

References 16 publications

A Novel Left-Turn Signal Control Method for Improving Intersection Capacity in a Connected Vehicle Environment

A Novel Left-Turn Signal Control Method for Improving Intersection Capacity in a Connected Vehicle Environment

Pedestrian Delay Model for Continuous Flow Intersections under Three Design Patterns

Exploring the uncertainty in capacity estimation at roundabouts

Contact Info

Product

Resources

About