Delay-based Passenger Car Equivalent at Signalized Intersections in Iran

Nassiri, Habibollah; Tabatabaie, S. A.

doi:10.7307/ptt.v29i2.2040

Cited by 7 publications

(6 citation statements)

References 10 publications

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“…is model focuses on one truck category operating on a two-lane rural highway in level terrain. (2) No passing-lane is considered.…”

Section: Methodsmentioning

confidence: 99%

“…According to Wolfgang, Louis, and William [18], in group (1), because of a low tra c ow rate, headway distribution and vehicle arrival distribution can be viewed as truly random, and are described by negative exponential distribution and Poisson distribution respectively. If the slow vehicle is considered as a service channel, upstream vehicles passing the slow vehicle can be considered as vehicles passing the service channel but with a relative speed in Equation (2). In this case, the queue length caused by the service channel or the slow vehicle is calculated in following step based on an M/M/1 model [18].…”

Section: Under Level a And Bmentioning

confidence: 99%

“…e passenger car equivalent (PCE) factor is commonly used to assess di erences between large trucks and passenger cars in terms of highway capacity and congestion analysis [1]. PCE factor measures the magnitude of large vehicles' e ect on following tra c compared to passenger cars [2]. Previous researchers developed numerous models to measure PCE factors, such as headway-based method [3], delay-based method [4,5], average-travel speed-based method [6][7][8][9], truck-percentage-based method [10], density-based method [11], and time-spent-on-following-based method [12].…”

Section: Introduction and Literature Reviewmentioning

confidence: 99%

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Measuring Passenger Car Equivalents (PCE) for Heavy Vehicle on Two Lane Highway Segments Operating Under Various Traffic Conditions

Lu¹,

Zheng

Tolliver

et al. 2020

Journal of Advanced Transportation

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Passenger Car Equivalent (PCE) is essential for transportation engineering to assess heavy vehicles’ (HV) impact on highway operations and capacity planning. Highway Capacity Manual 2010 (HCM 2010) used PCE values and percent of heavy vehicles to account the impacts on both highway planning and operation, however, PCE values in the latest version of HCM derived based on the steady and balanced two-lane-two-way (TLTW) traffic flows. The objective of the study is to identify PCE values for TLTW highway at various traffic volume with an emphasis on congestion conditions. This study introduces an analytical model, combining a headway-based and a delay-based algorithms, for estimating PCEs of HV on a TLTW highway. This study contributes to the literature by providing relationships among PCE, the traffic volume level (TVL) of both lanes, and the TVL duration on a TLTW highway. Traffic volume was categorized into five levels: TVL A (<250 pc/h), TVL B (250–375 pc/h), TVL C (375–600 pc/h), TVL D (600–850 pc/h), and TVL E (>850 pc/h). The results indicate that on a TLTW highway, the TVLs of both lanes and their durations have significant impact on PCE values. In general, PCE values increase as TVL duration increases. Trucks have much higher impacts on operation under unbalanced conditions of TVL A with D, TVL B with C, and TVL D with B, when duration time is greater than one hour. When both lanes are saturated, trucks’ effect on capacity diminishes over time, and PCE values are approaching to 1.0.

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“…is model focuses on one truck category operating on a two-lane rural highway in level terrain. (2) No passing-lane is considered.…”

Section: Methodsmentioning

confidence: 99%

Section: Under Level a And Bmentioning

confidence: 99%

Section: Introduction and Literature Reviewmentioning

confidence: 99%

See 1 more Smart Citation

Measuring Passenger Car Equivalents (PCE) for Heavy Vehicle on Two Lane Highway Segments Operating Under Various Traffic Conditions

Lu¹,

Zheng

Tolliver

et al. 2020

Journal of Advanced Transportation

View full text Add to dashboard Cite

show abstract

“…And based on the impact chosen for PCE estimation, different approaches are conceptualized. The PCE for the congestion effect of passenger cars and trucks and their impedance on reducing the intersection capacity at signalized intersections has been the core research problem in (Sarraj, 2014), (Nassiri et al, 2017), (Mohan et al, 2017) and (Radhakrishnan et al, 2011). PCEs for the same effect have been investigate for undivided intercity roads in (Mardani et al, 2015), for tunnel traffic in (Ahmed et al, 2017), for heterogeneous expressway traffic in (Yeung et al, 2015), and for heavy vehicles on roundabouts in (Lee, 2015) and (Giuffre, 2016).…”

Section: Introductionmentioning

confidence: 99%

Estimate Passenger Car Equivalent of Vehicles Performing Manoeuvre to Enter or Leave Legal and Illegal on-Street Parking

Elkafoury¹,

El-Naga²

2020

IJTTE

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For transportation and traffic designers, the existence of a method to convert effective vehicles into reference Passenger Car Equivalent (PCE) is an essence. Both legal and illegal on-street parking events are associated with manoeuvre during entering or leaving the parking spot. This manoeuvre is highly affecting the traffic performance of the street link. This paper introduces a method for determining the Passenger Car Equivalent (PCE) for vehicles that perform a manoeuvre for on-street parking. The M/M/∞ queuing model together with the Greenshield traffic state model are used to estimate the effect of the delay and the capacity drop caused by a manoeuvring event on the traffic flow continuity in case of entering or leaving a legal and illegal on-street parking space. Two design charts are introduced to show the values of the average passenger car equivalent for different manoeuvre times and manoeuvring frequencies combinations for both legal and illegal parking types. PCE values of vehicles manoeuvre for legal parking experience fluctuation throughout the link's volume to capacity (D-C) ranges. It is found that, for lower D-C ratios and up to D-C of about 0.33, PCE of vehicles manoeuvre for legal parking types shows a slight upward trend. The smallest PCE of vehicles manoeuvre for legal parking is noticed at D-C of nearly 0.41. Then, the increase of D-C is accompanied with an increase of PCE supported by the increase of the link's average travel time. During manoeuvring for illegal on-street parking, the section loses one more lane capacity for the duration of the manoeuvre. Thus, the traffic demand outrace the capacity at D-C of about 0.69 which is earlier than the case of legal parking which influences the PCE value. Sensitivity analysis indicated that the time of the manoeuvring event is the major cause of uncertainty in the predicted PCE of a parking manoeuvring vehicle.

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“…Therefore, estimation of optimal cycle length is the most important parameter for traffic signal system. Additionally, capacity, delay, start-up lost time are other important parameters for traffic signal system and they are related to optimal cycle length [9][10][11]. Çalışkenlli et al [12] showed that start-up lost time is a significant parameter and it increases rapidly as cycle time increases.…”

Section: Introductionmentioning

confidence: 99%

Investigating Parameter Interactions with the Factorial Design Method: Webster’s Optimal Cycle Length Model

2018

Teh. vjesn.

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Accurate estimation of cycle length is an important factor in the performance of a signalized intersection. Cycle length is determined by employing some parameters such as arrival flow, number of phase, lost time etc., but each parameter has different effects on a cycle length model. If the effects of parameters and their interactions in the cycle length model are known, the performance of the model can be effectively increased. In this study, the sensitivity of optimal cycle length model proposed by Webster and its parameters were analysed with the factorial design method. The reason for selecting this model is that the model has still been used in signal timing practice and has lead many studies of researchers over 50 years. The evaluation of sensitivity analysis shows that while arrival flow as single parameter has a major effect on the optimal cycle length model, the remaining single parameters of the model (i.e., the number of phase in a cycle length, saturation flow and lost time) have secondary importance. Additionally, two parameter interactions of arrival flow-saturation flow have major effect on the model results. For three parameter interactions, the number of phase-arrival flow-saturation flow interaction has a slightly larger effect than the other three-parameter interactions. As a result, the factorial design method is an effective tool to determine the importance of the model parameters for researchers, and it can be employed to other traffic engineering applications.

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Delay-based Passenger Car Equivalent at Signalized Intersections in Iran

Abstract: ABSTRACT

Cited by 7 publications

References 10 publications

Measuring Passenger Car Equivalents (PCE) for Heavy Vehicle on Two Lane Highway Segments Operating Under Various Traffic Conditions

Measuring Passenger Car Equivalents (PCE) for Heavy Vehicle on Two Lane Highway Segments Operating Under Various Traffic Conditions

Estimate Passenger Car Equivalent of Vehicles Performing Manoeuvre to Enter or Leave Legal and Illegal on-Street Parking

Investigating Parameter Interactions with the Factorial Design Method: Webster’s Optimal Cycle Length Model

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