Modeling Delay during Heavy Traffic for Signalized Intersections with Short Left-Turn Bays

Yin, Kedong; Zhang, Yunlong; Wang, Bruce X.

doi:10.3141/2257-12

Cited by 22 publications

(7 citation statements)

References 10 publications

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“…They developed a cellular automata model to simulate the traffic movements with the goal of producing the threshold traffic volume to arrange a shared lane along an approach. Yin et al [18] developed probabilistic delay models for the through and protected leftturn movements. The left-turn delay was modeled by incorporating the impact of residual queues and blockage by through traffic for a leading protected left-turn, and the through traffic delay was modeled considering the left-turn spillback for a lagging protected left-turn operation.…”

Section: Literature Reviewmentioning

confidence: 99%

Modeling delay at signalized intersections with channelized right‐turn lanes considering the impact of blockage

Farivar

Tian

2016

J of Advced Transportation

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This paper presents a probabilistic delay model for signalized intersections with right-turn channelization lanes considering the possibility of blockage. Right-turn channelization is used to improve the capacity and to reduce delay at busy intersections with a lot of right-turns. However, under heavy traffic conditions the through vehicles will likely block the channelization entrance that accrues delay to right-turn vehicles. If the right-turn channelization gets blocked frequently, its advantage in reducing the intersection delay is neglected and as a result the channelization lane becomes inefficient and redundant. The Highway Capacity Manual (HCM) neglects the blockage effect, which may be a reason for low efficiency during peak hours. More importantly, using HCM or other standard traffic control methods without considering the blockage effects would lead to underestimation of the delay. To overcome this issue, the authors proposed delay models by taking into account both deterministic and random aspects of vehicles arrival patterns at signalized intersections. The proposed delay model was validated through VISSIM, a microscopic simulation model. The results showed that the proposed model is very precise and accurately estimates the delay. In addition, it was found that the length of short-lane section and proportion of right-turn and through traffic significantly influence the approach delay. For operational purposes, the authors provided a step-by-step delay calculation process and presented approach delay estimates for different sets of traffic volumes, signal settings, and short-lane section lengths. The delay estimates would be useful in evaluating adequacy of the current lengths, identifying the options of extending the short-lane section length, or changing signal timing to reduce the likelihood of blockage.

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Section: Literature Reviewmentioning

confidence: 99%

Modeling delay at signalized intersections with channelized right‐turn lanes considering the impact of blockage

Farivar

Tian

2016

J of Advced Transportation

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“…Osei-Asamoah et al [9] determined the important factors of left-turn lane spillover and modelled the expected through movement capacity and discharge rate. Also, the theoretical delay models were given for protected left-turn operations at signalized intersections with left-turn bays during heavy traffic [10]. Li and Elefteriadou [11] proposed a method to maximize the throughput of an approach with left-turn or right-turn bays and suggested to repeat the phase twice in the cycle for such an approach.…”

Section: Introductionmentioning

confidence: 99%

Comparative Analysis of Optimization Models for Paired Intersections with Left-Turn Bays

Yao

Zhang

Meng

2020

Mathematical Problems in Engineering

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Left-turn bays may be provided at paired intersections when heavy left-turn demands exist on some approaches. Such left-turn bays may have significant effects on intersection operations. Considering the settings of left-turn bays, two single-objective optimization models are developed for paired intersections with uncoordinated and coordinated signals, respectively. Numerical examples are fulfilled to demonstrate and compare the formulated models, and the orthogonal simulation experiments are carried out. Assuming that the relevance of traffic flow exists, the results show that the optimized effective green times and left-turn bay lengths depend on traffic demand, whereas the optimized offset between paired intersections is sensitive to intersection spacing; the optimization model with coordinated signals outstrips that with uncoordinated signals at 99% confidence level when the distance between paired intersections is not too far and traffic demand is not too low, whereas the former may be inferior to the latter when traffic demand is low enough and intersection spacing is far enough.

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“…Zhang and Tong (2008) presented a probabilistic model of the capacity calculation for the left-turn and through movements, which is a function of the left-turn bay length. Yin et al (2010Yin et al ( , 2011 developed the analytical models of the capacity estimation for protected and permitted left-turn traffic with short left-turn bays and the probabilistic models of the delay estimation for the left-turn and through vehicles under protected left-turn operations at signalized intersections.…”

Section: Introductionmentioning

confidence: 99%

Optimizing signal phase plan, green splits and lane length for isolated signalized intersections

Yao

Zhou

2017

Transport

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Abstract.At an isolated signalized intersection, short left-turn lanes may be provided to enhance intersection capacity and level of service. The capacity of an entire intersection depends not only on the effective green time per phase and the length of each short left-turn lane but also on the selected signal phase plan. This paper enumerates 16 typical signal phase plans for a four-leg intersection with protected left-turn phases. Given the existence of short left-turn lanes and the freedom to select signal phase plans, two optimization models are formulated. Numerical examples are carried out to illustrate the application of these models and show the sensitivity of the outcomes to impact factors. The orthogonal experiments show that the primary factor is whether a short left-turn lane is added on an approach and the demand distribution is the secondary factor in determining an optimal allocation of the time-space resources of an intersection. To analyse traffic flow operations under different signal phase sequences, the simulation tests are fulfilled using VISSIM under the assumption that the components of a signal phase plan and green splits are all identical. The simulated results indicate that the signal phase sequence for a specified approach may greatly affect traffic movements at an approach, and the leading green phasing is better than the lagging one for a specified approach when the left-turn bay length is short at the approach. Finally, two variations of the developed models are recommended for use and the procedure for the model application is provided in practice.

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Modeling Delay during Heavy Traffic for Signalized Intersections with Short Left-Turn Bays

Cited by 22 publications

References 10 publications

Modeling delay at signalized intersections with channelized right‐turn lanes considering the impact of blockage

Modeling delay at signalized intersections with channelized right‐turn lanes considering the impact of blockage

Comparative Analysis of Optimization Models for Paired Intersections with Left-Turn Bays

Optimizing signal phase plan, green splits and lane length for isolated signalized intersections

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