Urban single-lane roundabouts: A new analytical approach using multi-criteria and simultaneous multi-objective optimization of geometry design, efficiency and safety

Pilko, Hrvoje; Mandžuka, Sadko; Barić, Danijela

doi:10.1016/j.trc.2017.04.018

Cited by 47 publications

(23 citation statements)

References 31 publications

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“…Geometrical characteristics of roundabouts, as well as the participation of heavy vehicles in traffic flow, affect roundabout capacity [36]. The type of roundabout, optimization of traffic efficiency and safety, taking into consideration geometrical factors, can be successfully done through a poly-criteria model [37].…”

Section: Literature Reviewmentioning

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: Literature Reviewmentioning

confidence: 99%

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

et al. 2019

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“…Approach Purpose of Application [11] AHP elimination of unnecessary overpasses that had lost their positive function in the traffic flow [12] AHP determination of the influence of traffic factor interaction on the rate of traffic accidents [13] MOO and AHP evaluation and ranking traffic and geometric elements [14] AHP evaluation of road section design in an urban environment [15] TOPSIS evaluation of locations with roundabouts and noise analysis in them [16] Delphi and TOPSIS identification of priority black spots in order to increase the safety in traffic [17] AHP evaluation of four types of intersections [18] AHP evaluation of variants for roundabout reconstruction [19] Fuzzy AHP, WSM ELECTRE and TOPSIS evaluation of the alternatives for noise reduction in traffic [20] Fuzzy AHP prioritizing road stretches included in a noise action plans [21] AHP evaluation of the effectiveness of traffic calming measures [22] Fuzzy AHP and TOPSIS evaluation of traffic congestion rates [23] ANP, DEMATEL, fuzzy set theory and TOPSIS mitigation of congestion at the Ninoy Aquino airport [24] SWARA and VIKOR selection of the optimal alternative of mechanical longitudinal ventilation of tunnel pollutants during automobile accidents [25] PROMETHEE determination of urban road safety [27] AHP ranking various on-road emission mitigation strategies [39] WASPAS with interval neutrosophic sets the solar-wind power station location selection [40] Fuzzy AHP and Fuzzy PROMETHEE II selection the best location for a solar power plant [41] AHP and TOPSIS construction of a metro-integrated logistics system [42] TOPSIS selection of suitable site for photovoltaic installation [43] WASPAS with single-valued neutrosophic sets determination of the location problem of a garage for a residential house…”

Section: Refmentioning

confidence: 99%

The Location Selection for Roundabout Construction Using Rough BWM-Rough WASPAS Approach Based on a New Rough Hamy Aggregator

et al. 2018

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An adequately functionally located traffic infrastructure is an important factor in the mobility of people because it affects the quality of traffic, safety and efficiency of carrying out transportation activities. Locating a roundabout on an urban network is an imperative for road engineering to address traffic problems such as reduction of traffic congestion, enhancement of security and sustainability, etc. Therefore, this paper evaluates potential locations for roundabout construction using Rough BWM (Best Worst Method) and Rough WASPAS (Weighted Aggregated Sum Product Assessment) models. Determination of relative criterion weights on the basis of which the potential locations were evaluated was carried out using the Rough BWM method. In this paper, in order to enable the most precise consensus for group decision-making, a Rough Hamy aggregator has been developed. The main advantage of the Hamy mean (HM) operator is that it can capture the interrelationships among multi-input arguments and can provide DMs more options. Until now, there is no research based on HM operator for aggregating imprecise and uncertain information. The obtained indicators are described through eight alternatives. The results show that the fifth and sixth alternatives are the locations that should have a priority in the construction of roundabouts from the perspective of sustainable development, which is confirmed throughout changes of parameter k and with comparing to other methods in the sensitivity analysis.

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“…Nevertheless, it should be noted that alternative methods have been developed and applied for safety evaluation at roundabouts. It is possible to refer to Pilko et al [20] for a new analytical approach that used multicriteria and simultaneous multiobjective optimization of geometric design, efficiency, and safety for a sample of Croatian singlelane roundabouts, while Hatami and Aghayan [21] investigated different types of roundabout layouts and analysed the effects of radius and speed variations on the roundabout performance through several scenarios defined in AIMSUN. However, it should be noted that a few studies on the use of surrogate safety measures from microsimulation were based on field data or have calibrated conflicts for a specific road or intersection.…”

Section: Literature Reviewmentioning

confidence: 99%

Evaluation of Roundabout Safety Performance through Surrogate Safety Measures from Microsimulation

Giuffrè

Granà

Tumminello

et al. 2018

Journal of Advanced Transportation

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The paper presents a microsimulation-based approach for roundabout safety performance evaluation. Based on a sample of Slovenian roundabouts, the vehicle trajectories exported from AIMSUN and VISSIM were used to estimate traffic conflicts using the Surrogate Safety Assessment Model (SSAM). AIMSUN and VISSIM were calibrated for single-lane, double-lane and turbo roundabouts using the corresponding empirical capacity function which included critical and follow-up headways estimated through meta-analysis. Based on calibration of the microsimulation models, a crash prediction model from simulated peak hour conflicts for a sample of Slovenian roundabouts was developed. A generalized linear model framework was used to estimate the prediction model based on field collected crash data for 26 existing roundabouts across the country. Peak hour traffic distribution was simulated with AIMSUN, and peak hour conflicts were then estimated with the SSAM applying the filters identified by calibrating AIMSUN and VISSIM. The crash prediction model was based on the assumption that the crashes per year are a function of peak hour conflicts, the ratio of peak hour traffic volume to average daily traffic volume and the roundabout outer diameter. Goodness-of-fit criteria highlighted how well the model fitted the set of observations also better than the SSAM predictive model. The results highlighted that the safety assessment of any road unit may rely on surrogate safety measures, but it strongly depends on microscopic traffic simulation model used.

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Urban single-lane roundabouts: A new analytical approach using multi-criteria and simultaneous multi-objective optimization of geometry design, efficiency and safety

Cited by 47 publications

References 31 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

The Location Selection for Roundabout Construction Using Rough BWM-Rough WASPAS Approach Based on a New Rough Hamy Aggregator

Evaluation of Roundabout Safety Performance through Surrogate Safety Measures from Microsimulation

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