Abstract
Sustainable management of traffic flows at signalized intersections is an important issue in terms of traffic engineering. The minimization of lost time, emission, fuel consumption, etc., can be achieved by optimization‐based intersection management. In this study, a new traffic signal control model is developed for the management of three‐leg signalized intersections. In the proposed model, signal timing and signal phasing are optimized simultaneously using Differential Evolution (DE) algorithm which is one of the population‐based metaheuristic algorithms. The effectiveness of the model is tested on sample traffic scenarios with VISSIM simulation software considering average vehicle delay performance criteria. Results show that the proposed approach may reduce the average vehicle delay between the rates of 28%–42% and 3%–38% comparing to the optimum fixed‐time signal control and vehicle‐actuated signal control for tested scenarios, respectively.
Highlights
In recent years, mobility demands of people have increased considerably with economic and technological improvements in the world
Optimum signal timings and average vehicle delays for each scenario are computed with the signal timing optimization code, which is created in MATLAB
It is assumed that the right of way for each intersection approach is provided in separate phases
Summary
Mobility demands of people have increased considerably with economic and technological improvements in the world. Signal timings (green splits and cycle time) are periodically optimized depending on the traffic demands at intersection approaches. 2. A Signal Timing and Phase Plan Optimization-Based Traffic Management Approach for Three-Leg Signalized Intersections: OPTiMA3. OPTiMA3 is an optimization-based traffic management approach which periodically updates signal timings and phase plan for three-leg signalized intersections. E minimization of average vehicle delay by optimizing signal timing and phase plan is aimed. Since the phase plan is optimized considering movements of traffic flows, in this study, Akcelik’s delay equation is used as an objective function of signal timing and phase plan optimization problem. It is seen that the minimum average vehicle delay for overall intersection can be provided when n is equal to 5. us, for the analyses which are in the fth part of this study, the intervention period was considered as an n 5 cycle
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