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Enhanced Analytical Delay and Queue Models at Signalized Intersections.

紀錄類型:	書目-電子資源 : Monograph/item
正題名/作者:	Enhanced Analytical Delay and Queue Models at Signalized Intersections./
作者:	Chun, Gyounghoon.
出版者:	Ann Arbor : ProQuest Dissertations & Theses, : 2023,
面頁冊數:	157 p.
附註:	Source: Dissertations Abstracts International, Volume: 84-10, Section: A.
Contained By:	Dissertations Abstracts International84-10A.
標題:	Software. -
電子資源:	https://pqdd.sinica.edu.tw/twdaoapp/servlet/advanced?query=30364021
ISBN:	9798377684305

Enhanced Analytical Delay and Queue Models at Signalized Intersections.
Chun, Gyounghoon.

Enhanced Analytical Delay and Queue Models at Signalized Intersections. - Ann Arbor : ProQuest Dissertations & Theses, 2023 - 157 p.

Source: Dissertations Abstracts International, Volume: 84-10, Section: A.

Thesis (Ph.D.)--North Carolina State University, 2023.

This item must not be sold to any third party vendors.

The analytical approach to estimating delays and queues has been widely adopted due to its simplicity and theoretical reasonability. However, analytical models contain several simplifying assumptions. Thus, the success of analytical model applications relies on the validity of the model assumptions on the subject road facility. Although previous studies have attempted to modify the basic assumptions and account for new influential factors in analytical models, they continue to be limited under specific geometrics and certain facility types.One limitation of analytical models results from the assumption of unlimited queue length storage. Since arterials consist of multiple segments with limited queue storage, an analytical model is developed to estimate the performance measures of the segment. Thus, the infinite queue storage assumption in such models can be violated when the queue length exceeds the segment storage length, and inaccurate and unreliable performance reporting follows.Another limitation of analytical models is their application at alternative intersections. Since the main task is to predict their congestion mitigation effect compared to a conventional intersection, O-D based delays are estimated by adding all lane group delays on the O-D path. However, current models report the aggregated delays regardless of the different constituent movements' origin. As such, the result includes the effect of other movements, thus technically not comparable with the output in the no build condition. A second simplifying assumption is that the model assumes vehicles arrive at a downstream signal during the entire cycle, causing additional errors in delay computations. Since alternative intersections generally comprise multiple closely spaced intersections, the downstream arrival pattern is dependent on the upstream departure pattern. Thus, downstream arrivals only occur during their upstream green period, shifted by the travel time between the two. As a result, the current model cannot properly account for the operational effects of alternative intersections.This thesis proposes two analytical models that resolve the limitations mentioned above. The first model is developed by incorporating queuing space terms into existing analytical models. As such, the model is not only dependent on space availability but also on time, and it enables to produce virtually identical results as the current models when queuing space is sufficient. The model validation process, conducted with VISSIM and HCM models, demonstrated its ability to capture the effect of space and produced errors ranging from 1 to 8 seconds in under-saturated flow conditions. In oversaturated conditions, the model did exhibit a significant overestimation tendency for some space conditions. Further investigation revealed that the tendency was caused by some differences in the incremental delay definitions in oversaturated conditions. This issue is left as a future research topic.The second is an improved delay model for alternative intersections. That model was developed by adopting the Queue Accumulation Polygon (QAP) concept with more subdivision of arrival rates considering upstream departure rates, signal offsets and travel time between intersections. The subdivision of arrival rates enables the consideration of zero demand periods and segregate delay by O-D movements in estimating uniform delay. The same incremental delay formula in the HCM is employed in the proposed model. However, the capacity in the expression is estimated using an effective cycle length that excludes traffic inactivity periods from the nominal cycle length. In the model evaluation carried out for a Continuous Flow, Offset T, and Restricted Crossing U Turn intersections, the proposed model yielded at most 9%, -14%, and -4% differences compared to field measurement or microsimulation output. The corresponding HCM delays differed by 106%, -89%, and -20% from the same.

ISBN: 9798377684305Subjects--Topical Terms:

619355
Software.

Enhanced Analytical Delay and Queue Models at Signalized Intersections.
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506 $a This item must not be sold to any third party vendors.
520 $a The analytical approach to estimating delays and queues has been widely adopted due to its simplicity and theoretical reasonability. However, analytical models contain several simplifying assumptions. Thus, the success of analytical model applications relies on the validity of the model assumptions on the subject road facility. Although previous studies have attempted to modify the basic assumptions and account for new influential factors in analytical models, they continue to be limited under specific geometrics and certain facility types.One limitation of analytical models results from the assumption of unlimited queue length storage. Since arterials consist of multiple segments with limited queue storage, an analytical model is developed to estimate the performance measures of the segment. Thus, the infinite queue storage assumption in such models can be violated when the queue length exceeds the segment storage length, and inaccurate and unreliable performance reporting follows.Another limitation of analytical models is their application at alternative intersections. Since the main task is to predict their congestion mitigation effect compared to a conventional intersection, O-D based delays are estimated by adding all lane group delays on the O-D path. However, current models report the aggregated delays regardless of the different constituent movements' origin. As such, the result includes the effect of other movements, thus technically not comparable with the output in the no build condition. A second simplifying assumption is that the model assumes vehicles arrive at a downstream signal during the entire cycle, causing additional errors in delay computations. Since alternative intersections generally comprise multiple closely spaced intersections, the downstream arrival pattern is dependent on the upstream departure pattern. Thus, downstream arrivals only occur during their upstream green period, shifted by the travel time between the two. As a result, the current model cannot properly account for the operational effects of alternative intersections.This thesis proposes two analytical models that resolve the limitations mentioned above. The first model is developed by incorporating queuing space terms into existing analytical models. As such, the model is not only dependent on space availability but also on time, and it enables to produce virtually identical results as the current models when queuing space is sufficient. The model validation process, conducted with VISSIM and HCM models, demonstrated its ability to capture the effect of space and produced errors ranging from 1 to 8 seconds in under-saturated flow conditions. In oversaturated conditions, the model did exhibit a significant overestimation tendency for some space conditions. Further investigation revealed that the tendency was caused by some differences in the incremental delay definitions in oversaturated conditions. This issue is left as a future research topic.The second is an improved delay model for alternative intersections. That model was developed by adopting the Queue Accumulation Polygon (QAP) concept with more subdivision of arrival rates considering upstream departure rates, signal offsets and travel time between intersections. The subdivision of arrival rates enables the consideration of zero demand periods and segregate delay by O-D movements in estimating uniform delay. The same incremental delay formula in the HCM is employed in the proposed model. However, the capacity in the expression is estimated using an effective cycle length that excludes traffic inactivity periods from the nominal cycle length. In the model evaluation carried out for a Continuous Flow, Offset T, and Restricted Crossing U Turn intersections, the proposed model yielded at most 9%, -14%, and -4% differences compared to field measurement or microsimulation output. The corresponding HCM delays differed by 106%, -89%, and -20% from the same.
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