Analysis of Traffic Operation Characteristics and Calculation Model of the Length of the Connecting Section between Ramp and Intersection
Abstract
:1. Introduction
2. Experimental Method
2.1. Traffic Survey
2.1.1. Methods and Contents
2.1.2. Location and Time of the Traffic Survey
2.2. Existing Design Parameters of the Connecting Section between the Ramp and Intersection
2.2.1. The Trial Connecting Section between On-Ramp and Intersection
2.2.2. The Trial Connecting Section between Off-Ramp and Intersection
3. Experimental Results and Discussion
3.1. Traffic Operation Characteristics of the Connecting Section between Ramp and Intersection
3.1.1. Traffic Operation Characteristics of the Connecting Section between the On-Ramp and Intersection
3.1.2. Traffic Operation Characteristics of the Connecting Section between the Off-Ramp and Intersection
- Traffic flow density: The traffic flow density mainly affects the length of the queuing section in the connecting section. When there is a traffic jam on the road, the traffic flow will form a wave in the opposite direction, which is the same as the sound wave, into the congested section. This wave will lead to traffic chaos on the road before the bottleneck section [26].
- Vehicle speed: The speed of vehicles directly affects the length of the connecting section, and the lane-changing behavior of vehicles in the current stage is compulsory [27], and only when the vehicle gap is sufficiently large will the driver change lanes [28]. The speed of vehicles in the current stage is an important factor affecting the critical gap, there is a positive correlation between them.
- Signal cycle and phase: Signal cycle and phase will affect the vehicle delay. The longer the vehicle delay, the longer the queue length. In addition, the service level of the road is not the same under different signal cycles, so the signal cycle and phase of the intersection will have a great impact on the queue length of the connecting section.
- Road capacity and service level: The road capacity and service level will affect drivers’ driving speed and lane-changing behavior, so it affects the length of the connecting section to a certain extent.
3.2. Calculation Model of the Length of Connecting Section between the Ramp and Intersection
3.2.1. Calculation Model of the Length of Connecting Section between the On-Ramp and Intersection
- (1)
- Length of the Merging Section: L1
- (2)
- Length of the Weaving Section: L2
- The distance that a vehicle needs to travel when looking for a gap to insert: L21
- According to the law of linear motion with uniform speed change, the distance that a vehicle moves forward when changing lanes: L22
- According to the law of linear motion with uniform speed change, the distance for the driver to resume driving after the vehicle completes the lane-changing: L23
- (3)
- Length of the Queuing Section: L3
- (4)
- Length of on Ramp Connecting Section: L
3.2.2. Calculation Model of the Length of Connecting Section between the Off-Ramp and Intersection
- (1)
- Length of the Merging Section: L1
- (2)
- Length of the Weaving Section: L2
- (3)
- Length of the Queuing Section: L3
- (4)
- Length of connecting section of off-ramp: L
3.3. Traffic Simulation Based on VISSIM
3.3.1. Traffic Simulation under the Calculated Length of On-Ramp Connecting Section
3.3.2. Traffic Simulation under Calculated Length of Off-Ramp Connecting Section
4. Conclusions
- The connecting section is divided into the merging section, the weaving section and the queuing section, and the traffic operation characteristics of each section were analyzed. The traffic operation characteristics of the merging section are the same as that of the basic section. The vehicles in the merging section are basically decelerating in the case of traffic congestion, and the approximate acceleration value is 1 m/s2 according to the actual investigation. The traffic operation characteristics of the weaving section mainly include the car-following characteristics and lane-changing characteristics, and the lane-changing behavior of the weaving section is mostly mandatory. The queuing of the on-ramp connecting section is caused by too many vehicles entering the ramp, which can be considered as a single channel queuing service (M/M/1) system. The queuing section of the off-ramp connecting section refers to the vehicle queuing caused by the influence of intersection signal lights or traffic congestion.
- Based on the traffic survey results of the connecting section near the intersection of the Xiongchu Avenue viaduct and Guanggu Avenue and that near the intersection of the Xiongchu Avenue viaduct and Minzu Avenue, it can be seen that under the current length of the connecting section, the traffic flow is large in the morning rush hours, which cannot pass smoothly under the control of the signal lights, resulting in queuing and congestion.
- The calculation model of the length of connecting section between the ramp and grade intersection is established. Based on lane-changing theory, acceptable gap theory and queuing theory, the length calculation model of the connecting section between the on-ramp and grade intersection was established; based on lane-changing theory, acceptable gap theory, wave in traffic and the Webster vehicle delay model, the length calculation model of connecting section between the off-ramp and grade intersection was established.
- Combined with the practical cases, VISSIM was used to simulate the traffic flow in the connecting section. The simulation results show that the travel time, delay time and queue length of vehicles in the connecting section are significantly reduced under the calculation length of the model, and the overall traffic operation state is greatly improved, which verifies the rationality of the calculation model of the connecting section length.
Author Contributions
Funding
Data Availability Statement
Conflicts of Interest
References
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Phase Number | Phase Condition | Green Time(s) | Yellow Time(s) |
---|---|---|---|
The first phase | | 35 | 3 |
The second phase | | 30 | 3 |
The third phase | | 30 | 3 |
The fourth phase | | 30 | 3 |
Phase Number | Phase Condition | Green Time(s) | Yellow Time(s) |
---|---|---|---|
The first phase | | 48 | 3 |
The second phase | | 38 | 3 |
The third phase | | 35 | 3 |
The fourth phase | | 48 | 3 |
Point | The Speed at Which the Vehicle First Enters the Merging Section | The Speed at Which the Vehicle Leaves the Merging Section | The Average Speed of Vehicles in Weaving Section |
---|---|---|---|
Speed (km/h) | 38.62 | 22.21 | 36.73 |
Time | East Entrance (pcu) | South Entrance (pcu) | West Entrance (pcu) | North Entrance (pcu) | On Ramp (pcu) | ||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|---|
L | S | R | L | S | R | L | S | R | L | S | R | ||
7:00~7:15 | 58 | 84 | 15 | 77 | 92 | 55 | 101 | 326 | 69 | 22 | 154 | 52 | 190 |
7:15~7:30 | 156 | 81 | 24 | 56 | 101 | 43 | 118 | 390 | 52 | 35 | 172 | 43 | 185 |
7:30~7:45 | 127 | 136 | 19 | 61 | 99 | 46 | 140 | 315 | 63 | 58 | 178 | 50 | 197 |
7:45~8:00 | 135 | 127 | 36 | 55 | 123 | 62 | 158 | 360 | 83 | 39 | 163 | 64 | 191 |
8:00~8:15 | 132 | 129 | 18 | 76 | 110 | 55 | 119 | 356 | 47 | 65 | 238 | 59 | 189 |
8:15~8:30 | 179 | 131 | 25 | 64 | 90 | 61 | 82 | 373 | 36 | 61 | 250 | 62 | 164 |
8:30~8:45 | 132 | 152 | 23 | 59 | 74 | 47 | 111 | 396 | 37 | 37 | 203 | 43 | 170 |
8:45~9:00 | 104 | 99 | 25 | 81 | 114 | 42 | 101 | 322 | 46 | 72 | 233 | 39 | 166 |
Summary | 1023 | 939 | 405 | 529 | 803 | 411 | 930 | 2838 | 433 | 389 | 1591 | 412 | 1452 |
Point | The Speed at Which the Vehicle First Enters the Merging Section | The Speed at Which the Vehicle Leaves the Merging Section | The Average Speed of Vehicles in Weaving Section |
---|---|---|---|
Speed (km/h) | 25.25 | 22.08 | 24.07 |
Time | East Entrance (pcu) | South Entrance (pcu) | West Entrance (pcu) | North Entrance (pcu) | ||||||||
---|---|---|---|---|---|---|---|---|---|---|---|---|
L | S | R | L | S | R | L | S | R | L | S | R | |
7:00~7:15 | 76 | 123 | 39 | 75 | 143 | 69 | 110 | 140 | 75 | 32 | 175 | 62 |
7:15~7:30 | 88 | 158 | 54 | 63 | 86 | 34 | 138 | 155 | 96 | 62 | 164 | 79 |
7:30~7:45 | 76 | 184 | 47 | 102 | 140 | 48 | 93 | 128 | 165 | 96 | 157 | 107 |
7:45~8:00 | 75 | 227 | 64 | 93 | 153 | 75 | 80 | 144 | 153 | 57 | 120 | 78 |
8:00~8:15 | 64 | 162 | 38 | 60 | 91 | 43 | 120 | 121 | 123 | 98 | 172 | 81 |
8:15~8:30 | 75 | 184 | 49 | 96 | 119 | 87 | 70 | 131 | 146 | 77 | 168 | 66 |
8:30~8:45 | 66 | 133 | 30 | 121 | 135 | 83 | 100 | 180 | 124 | 54 | 141 | 102 |
8:45~9:00 | 73 | 138 | 32 | 64 | 130 | 43 | 94 | 112 | 127 | 60 | 117 | 67 |
Summary | 593 | 1309 | 353 | 674 | 997 | 482 | 805 | 1111 | 1009 | 536 | 1214 | 642 |
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Wang, F.; Gu, D.; Chen, A. Analysis of Traffic Operation Characteristics and Calculation Model of the Length of the Connecting Section between Ramp and Intersection. Sustainability 2022, 14, 629. https://doi.org/10.3390/su14020629
Wang F, Gu D, Chen A. Analysis of Traffic Operation Characteristics and Calculation Model of the Length of the Connecting Section between Ramp and Intersection. Sustainability. 2022; 14(2):629. https://doi.org/10.3390/su14020629
Chicago/Turabian StyleWang, Fu, Dengjun Gu, and Anqi Chen. 2022. "Analysis of Traffic Operation Characteristics and Calculation Model of the Length of the Connecting Section between Ramp and Intersection" Sustainability 14, no. 2: 629. https://doi.org/10.3390/su14020629