Capacity of Unsignalized Intersections under Mixed Traffic Conditions

Prasetijo, Joewono; Pour, Mehdi Hossein; Ghadiri, Seyed Mohammadreza

doi:10.1016/j.sbspro.2011.04.487

Cited by 23 publications

(18 citation statements)

References 1 publication

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“…Previous findings [5] have given insight on the occupation time. It is deemed as not practical to measure t o,i values directly from field observations, due to the uncertainty of the starting and ending points of each vehicle's occupation time.…”

Section: Issues With Occupation Time and Estimated Capacitymentioning

confidence: 92%

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Performance of Non-priority Intersections Under Mixed Traffic Conditions Based on Conflict Streams Analysis

Prasetijo

Ambak

et al. 2015

Transp. in Dev. Econ.

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Conflict method is regarded as a viable solution for the drawbacks in the gap-acceptance approach. It has been used for the capacity analysis of unsignalized intersections, which includes the two-way stop-controlled, and the all-way stop-controlled types. This method is now applied for the capacity estimation of vehicular streams at a non-priority intersection, where gap-forcing, poor lane discipline, violation of priority rule, and heterogeneous traffic co-exist. However, there are some issues encountered when applying the conflict method for non-priority intersection analysis, particularly with the occupation time and heterogeneous traffic. The concepts developed for capacity estimation have considered the blocking effect from all possible conflicting streams. Therefore, the additional concept with volume portion, P n,i is introduced. The probability of non-blocking traffic streams and the portion of consumed shared capacity by the subject stream are analyzed. The portion concept, P n,i provided a more realistic estimation. The proposed approaches generated high capacity values, even though the observed intersections have near-saturation traffic. A high percentage of small vehicles occupied the lateral lane space, which is permitted by gap-forcing and poor lane discipline, apart from their smaller footprint.

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Section: Issues With Occupation Time and Estimated Capacitymentioning

confidence: 92%

“…Therefore, by using occupation time, Prasetijo et al [5] had established the relationship between capacity and vehicular speed under the heterogeneous traffic with nopriority. The current conflict method developed by Wu [1] is used for intersections where priority rule exists, and under non-saturated traffic condition.…”

Section: Introductionmentioning

confidence: 99%

Performance of Non-priority Intersections Under Mixed Traffic Conditions Based on Conflict Streams Analysis

Prasetijo

Ambak

et al. 2015

Transp. in Dev. Econ.

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“…TienPen, Sadullah and Dao (2003) discuss a collaborative study concept of expressing the heterogeneous traffic in terms of car equivalents if truck is considered as non-homogeneous was first proposed by St John (1976). Detailed discussion on this aspect can be found in Prasetijo (2007). According to this method PCE values for different type of vehicles under mixed traffic conditions are directly proportional to speed ratio and inversely proportional to area occupancy ratio with respect to passenger car.…”

Section: Literature Reviewmentioning

confidence: 99%

Estimation of PCE values for hill roads in heterogeneous traffic conditions

Gautam

Das

Rao

et al. 2016

Transportation Letters

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“…Basically, weaving is considered as types of conflict that occurred in daily traffic and traffic streams conflicts are very common at any of weaving sections and intersections [2]. A weaving maneuver performed by drivers is normally depending on their own purpose.…”

Section: Introductionmentioning

confidence: 99%

“…Effect of the lane-changing of the weaving vehicles along a weaving segment could create weaving turbulence. As weaving creates conflict streams, therefore, the traffic streams behavior should be considered based on the current fundamental traffic theory [5].…”

Section: Introductionmentioning

confidence: 99%

Weaving length and lane-changing behavior at two-sided weaving section along federal road FT050: jalan kluang – ayer hitam

et al. 2018

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Abstract.Weaving is defined as a movement of vehicles that crossing over the direct traffic from on-ramp to off-ramp. Apparently, weaving maneuver lead to collision risk and weaving turbulence especially at twosided weaving section. The following study recognize the maximum weaving length and lane-changing rate on Federal Route 50 (FT050) segment. Visual recording technique was used at two different locations that are called as Site A (KM15) and Site B (KM16). Data of traffic volume was extracted by playback the video/personal computer. Analysis was made using spreadsheet and applied the methodology of the Highway Capacity Manual 2010. The study found that Site A has more tendencies to encounter longer weaving turbulence with maximum weaving length ranging from 1952 m to 2120 m, compared to site B that is 1866 m to 1882 m. Site A with a longer distance of weaving section 358 m has higher intense of total lane-changing rate that is 1142 lc/h compared to Site B with a distance of weaving section 316 m has total lane-changing rate of 812 lc/h. Shorter weaving distance may cause less lane-changing activity because drivers does not prefer to perform weaving at shorter weaving section as it is forced the drivers to perform weaving drastically in more crammed situation and risk to dealing with accident is huge. The findings shall help to understand more on causes of weaving turbulence at weaving section by referring HCM 2010 methodology.

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Capacity of Unsignalized Intersections under Mixed Traffic Conditions

Cited by 23 publications

References 1 publication

Performance of Non-priority Intersections Under Mixed Traffic Conditions Based on Conflict Streams Analysis

Performance of Non-priority Intersections Under Mixed Traffic Conditions Based on Conflict Streams Analysis

Estimation of PCE values for hill roads in heterogeneous traffic conditions

Weaving length and lane-changing behavior at two-sided weaving section along federal road FT050: jalan kluang – ayer hitam

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