Arterial Roads Research Articles

Studies on level of service for a proposed cycle tracks in urban arterial roads under mixed traffic flow-A case study

In the present study, research is carried out on provision of cycle tracks in Tiruchirappalli. The study area comprises four roads within K.K Nagar, covering a distance of 5 km and surrounded by schools and residential buildings i.e., Simco Meter Road, Rajaram Salai Road, Kajamalai Road and Race Course Road. Traffic volumes during peak hours are measured in each road segment and video graphic studies, spot speed studies have been done for bicyclists and compared with IRC Standards. Preliminary geometric data were collected for all four roads and analyzed. The typical cross-sections of different roads have been shown and based on the requirement and space availability; the cycle tracks are proposed with and without shy distance including side walk wherever possible along with available widths based on IRC standards. The comfort levels of cycle users on road segment are found in terms of Bicycle Level-Of-Service (BLOS) for the considered study area. It is inferred that, LOS for the proposed geometric details with separate cycle track for bicyclists is better than the LOS of the bicyclists on the existing road.

Investigating the impacts of urban built environments on users of multiple services in elderly care facilities

This paper aims to characterize the varied urban settings community-based elderly care facilities are located, and examine whether characteristics of urban built environments influence the number of older people attending care facilities for multiple services. The dataset incorporates 108 cases of community-based elderly care facilities and usage records from over 17000 users collected in the Chinese city of Nanjing. A network-based approach was employed to comprehensively describe urban built environments surrounding care facilities with a series of metrics on street morphology and land-uses. It was found that urban built environments significantly influenced the number of users attending care facilities. Facilities having more users tended to locate in places with more shops and stores, on major arterial streets of the city, or inside large housing estates in the outer city. Moreover, urban factors performed differently in affecting users of different services as services accepting spontaneous users were more likely to be influenced by street morphology. This study revealed specific urban factors facilitating older people's usage of care resources. It also generated practical implications regarding the strategies for the planning of spatial locations and service provision to improve the utilization of community-based elderly care.

Pavement Roughness Prediction Using Explainable and Supervised Machine Learning Technique for Long-Term Performance

Maintaining and rehabilitating pavement in a timely manner is essential for preserving or improving its condition, with roughness being a critical factor. Accurate prediction of road roughness is a vital component of sustainable transportation because it helps transportation planners to develop cost-effective and sustainable pavement maintenance and rehabilitation strategies. Traditional statistical methods can be less effective for this purpose due to their inherent assumptions, rendering them inaccurate. Therefore, this study employed explainable and supervised machine learning algorithms to predict the International Roughness Index (IRI) of asphalt concrete pavement in Sri Lankan arterial roads from 2013 to 2018. Two predictor variables, pavement age and cumulative traffic volume, were used in this study. Five machine learning models, namely Random Forest (RF), Decision Tree (DT), XGBoost (XGB), Support Vector Machine (SVM), and K-Nearest Neighbor (KNN), were utilized and compared with the statistical model. The study findings revealed that the machine learning algorithms’ predictions were superior to those of the regression model, with a coefficient of determination (R2) of more than 0.75, except for SVM. Moreover, RF provided the best prediction among the five machine learning algorithms due to its extrapolation and global optimization capabilities. Further, SHapley Additive exPlanations (SHAP) analysis showed that both explanatory variables had positive impacts on IRI progression, with pavement age having the most significant effect. Providing accurate explanations for the decision-making processes in black box models using SHAP analysis increases the trust of road users and domain experts in the predictions generated by machine learning models. Furthermore, this study demonstrates that the use of explainable AI-based methods was more effective than traditional regression analysis in IRI prediction. Overall, using this approach, road authorities can plan for timely maintenance to avoid costly and extensive rehabilitation. Therefore, sustainable transportation can be promoted by extending pavement life and reducing frequent reconstruction.

Monitoring the transformation in New Cairo's urban vitality and the accompanying social and economic phenomena

Many cities in Egypt have been built recently with spatial characteristics that differ structurally from the spatial configuration of the ancient Arab city. There is a growing interest in understanding how social and economic phenomena related to the community are transformed in new cities, particularly those that extend from the old city, as is the case with the city of New Cairo. We have developed an analytical framework to study the effects of spatial configuration on the pace of growth of the new city and identify its characteristics in terms of phenomena related to movement and the distribution of economic activities, as well as urban vitality. A framework for combining quantitative and qualitative analysis helps in understanding phenomena related to the morphology of the development of the new city. Using syntactic analysis, place syntax and field observation, the spatial characteristics of the city of New Cairo were investigated, then compared with Old Cairo to determine which features were enriched in terms of the city's vitality or what has been lost during the expansion phases, based on the planning concepts that were applied. The study concluded that changes in the characteristics of the spatial configurations of the new Egyptian cities by increasing the flow of vehicular traffic via wide arterial roads do not reflect the requirements of the local community, but instead impede local movement within the city and reduce the integration of its neighbourhoods, turning them into isolated islands. The greatest impact of this is the way in which the characteristics of society in these cities have been limited, resulting in isolation and a lack of connection with the identity of the place and the customs and traditions of the community. This paper presents an analytical framework for evaluating similar cities in terms of the characteristics of this planning configuration, identifying the extent to which the old has been preserved or changed and emphasising the validity of the methodology by evaluating the characteristics of other new cities.

Traffic-Calming Measures and Road Traffic Collisions and Injuries: A Spatiotemporal Analysis.

Traffic-calming measures (TCMs) are physical modifications of the road network aimed at making the roads safer. Although researchers have reported reductions in numbers of road crashes and injuries tied to the presence of TCMs, such studies have been criticized for their pre-/post- designs. In this study, we aimed to complement our knowledge of TCMs' effectiveness by assessing their impact using a longitudinal design. The implementation of 8 TCMs, including curb extensions and speed humps, was evaluated at the intersection and census tract levels in Montreal, Quebec, Canada, from 2012 to 2019. The primary outcome was fatal or serious collisions among all road users. Inference was performed using a Bayesian implementation of conditional Poisson regression in which random effects were used to account for the spatiotemporal variation in collisions. TCMs were generally implemented on local roads, although most collisions occurred on arterial roads. Overall, there was weak evidence that TCMs were associated with study outcomes. However, subgroup analyses of intersections on local roads suggested a reduction in collision rates due to TCMs (median incidence rate ratio, 0.31; 95% credible interval: 0.12, 0.86). To improve road safety, effective counterparts of TCMs on arterial roads must be identified and implemented.

Spatial model of Particulate Matter PM10 in Bekasi City, West Java Province using Landsat-8

Bekasi was the city with the largest population in West Java Province. In Bekasi, movement mainly used vehicles. This research aims to analyze PM10 spatial pattern in Bekasi City and validity spatial model of PM10 from vehicle volume and Landsat 8 with PM10 from passive sampler as validator. This research used descriptive spatial and statistical root mean square error (RMSE) analysis. Based on PM10 from vehicle volume, large capacity arterial roads covered poorer air quality index. Based on PM10 from Landsat 8, it happened in opposite phenomena. Regarding congestion traffic on small-capacity arterial roads, some points of vehicle volume measurement were congested, and others were not. PM10 with an unhealthy air quality index also could be sourced from residential, commercial & services, and industrial buildings. Then, RMSE spatial model of PM10 from vehicle volume had lowered error than a spatial model of PM10 from Landsat 8. However, if a further analysis was done by considering spatial characteristics (such as land used), several area models were located on the same land used. This research showed that a combination of model errors and their relation to spatial characteristics could be a new approach to assessing model performance.

The Origins of the Section-Line Arterial Street Grid in Tucson, Arizona

The Origins of the Section-Line Arterial Street Grid in Tucson, Arizona

Do citizens support the transformation of urban transport? Evidence for the acceptability of parking management, car lane conversion and road closures from a German case study.

Facing the challenges of motorised traffic, many cities around the globe started implementing measures to transform their urban transport systems. One of the major challenges for the success of adequate policies is not only their effectiveness but also whether they are accepted by city residents. With a quantitative case study in four neighbourhoods in Frankfurt am Main (N = 821), this article investigates the acceptability of three measures: (i) parking management, (ii) the conversion of car lanes into cycle lanes and (iii) the closure of an inner city arterial road to car traffic. The results show a surprisingly high acceptability for all measures if the benefits for local residents are tangible. Thus, successful policy packages may combine push measures with either pull measures, as suggested frequently in the literature, or with improvements for other land uses (e.g. re-using former car-parking spaces for non-transport purposes, such as greenery or seating areas). Furthermore, the perceived effectiveness, daily travel practices and intentions to reduce car use, the built environment and, to a lesser degree, socio-demographics explain differences in acceptability by population group.

Analisis penentuan daerah rawan banjir di Kota Kupang terhadap kerentanan fisik dan ekonomi menggunakan Geographic Information System

Kupang city, as the representative of East Nusa Tenggara Province, is the first most populous city in the province with the density of 63 peoples/km. It is the centre of trading, government, education, and other typical urban activities within the province. However, the unintegrated drainage system and the high level of land conversion has caused several sub-districts in Kupang city become prone to flooding. This research aims to map the flood-prone locations based on Geographic Information System by exploring thematic maps (rainfall, estimation of seawater inundation, historical of flooding, distance from river, slope, land aquifer, and land use) which can visualize flood zone in Kupang city. The result of this study indicates that Kelapa Lima is the most flood-prone sub-district compared to others, due to the dominance of settlement density, trade in services, and the existence of primary arterial road access which are not supported by an optimal irrigation.

ANALISIS EFEKTIFITAS SIMPANG U-TURN PADA JL. LETJEN SUPRAPTO MENGGUNAKAN METODE MANUAL KAPASITAS JALAN INDONESIA 1997 (STUDI KASUS U-TURN SP PLAZA BATAM)

U-Turns are employed as a particular access for drivers who want to switch lanes while they're moving. However, the problem that often occurs is that this intersection can be the main cause of congestion on a road. In the case of the U-Turn intersection of Arterial Road Jl. Letjen Suprapto, to be exact, is across from SP Plaza Batu Aji. Traffic jams are often caused by this, especially in the afternoon during work hours. in accordance with the 1997 Indonesian Highway Capacity Manual, This study tries to evaluate the intersection's performance and determine whether it is the primary cause of persistent traffic congestion. The technique used to obtain data is observation and documenting. The results showed that the road capacity value was 2884.1 pcu/hour. Traffic volume value in the direction of Muka Kuning - Tg. Uncang of 1458.7 pcu/hour. 2475.4 pcu/hour in the opposite direction. 1033 vehicles were shown at 17:30-18:00 as making U-turns with an average travel time of 08'36". As a result of vehicles making u-turns, delays occur which hinder the passage of vehicles through the road segment resulting in congestion. This is the main cause of congestion on this road section with a road service value of 0.51 or a service level of C. These results indicate that the road segment is still stable, but vehicle speed is starting to be controlled. The research's conclusions can act as a guide for further investigation.

Machine learning based estimation of urban on-road CO2 concentration in Seoul

The urban on-road CO2 emissions will continue to increase, it is therefore essential to manage urban on-road CO2 concentrations for effective urban CO2 mitigation. However, limited observations of on-road CO2 concentrations prevents a full understanding of its variation. Therefore, in this study, a machine learning-based model that predicts on-road CO2 concentration (CO2traffic) was developed for Seoul, South Korea. This model predicts hourly CO2traffic with high precision (R2 = 0.8 and RMSE = 22.9 ppm) by utilizing CO2 observations, traffic volume, traffic speed, and wind speed as the main factors. High spatiotemporal inhomogeneity of hourly CO2traffic over Seoul, with 14.3 ppm by time-of-day and 345.1 ppm by road, was apparent in the CO2traffic data predicted by the model. The large spatiotemporal variability of CO2traffic was related to different road types (major arterial roads, minor arterial roads, and urban highways) and land-use types (residential, commercial, bare ground, and urban vegetation). The cause of the increase in CO2traffic differed by road type, and the diurnal variation of CO2traffic differed according to land-use type. Our results demonstrate that high spatiotemporal on-road CO2 monitoring is required to manage urban on-road CO2 concentrations with high variability. In addition, this study demonstrated that a model using machine learning techniques can be an alternative for monitoring CO2 concentrations on all roads without conducting observations. Applying the machine learning techniques developed in this study to cities around the world with limited observation infrastructure will enable effective urban on-road CO2 emissions management.

THE INTERACTION OF THE FUNCTIONAL CLASSIFICATION OF STREETS AND ROADS AND THE URBAN ENVIRONMENT

The article considers issues aimed at improving conditions and traffic safety of street and road networks in cities and the possibility of using the functional classification of streets and roads. The development of cities is inextricably linked to the improvement of street and road networks. It is the street-road network that is the chain that connects it with the general ways of communication. The city cannot exist without public roads that provide a large amount of transportation, cargo and passengers, which are distributed among the functional zones of the city. The current regulatory document provides for the distribution of streets and roads, according to the classification into categories, but, unfortunately, their functional component is missing. In Ukraine, works related to the introduction of changes to the regulatory document are underway and are aimed at developing the functional purpose of streets and roads. The norms of the «Committee on Urban Territories», which belongs to the world-famous road association «PIARS» and the work of the special project «ARTISTS», are defined in the European classification. Attention should be paid to the significant variety of features in the European classification. It should be noted that in the USA and Canada, the functional classification provides for the functions of the specified road, and the main feature is «traffic service – access service». The US uses classifications based on the administrative level of the state, subject to the Department of Transportation "DOT" with mandatory consideration of the requirements of counties and municipal agencies. Great importance is attached to the requirements of the «Green book» – a green book belonging to the American Association of Highway and Transportation Officials (AASHTO). Canada also has its own distinctions for the preparation of functional classifications, which are based on the «Manual on geometric standards for the design of Canadian roads». They share similar features with the US in terms of defining three categories of streets, namely: Arterial Streets, Collector Streets and Local Streets. Also attracting attention are developments according to pedestrian traffic and low-white population groups. No less interesting are the features of the planning infrastructure in Western Australia. A comfortable environment is declared the official urban planning policy of the State Planning Commission of Western Australia (Western Australian Planning Commission). The concepts of creating a «livable environment» and «livable streets» were considered. In order to create a comfortable environment for living, attractive public spaces, preservation of the environment, the reasons for the concept were also economic factors. The main tasks of designing street and road networks, as well as directions and measures for their solution, are taken into account in the PIARC applications on the functional classification of city streets and roads. These recommendations systematize and summarize the classifications used by many countries in the process of designing street and road networks. Special attention is paid to main arterial streets, as well as architectural, landscape and urban design, safety and organization of traffic and pedestrian traffic. Keywords: street and road network, traffic safety, functional classification, pedestrian flows, project solutions.

Factors Affecting Traffic Noise and Annoyance from Different Types of Roads: A Case Study in Nakorn Pathom Province, Thailand

This study investigated factors associated with road traffic noise and residents’ annoyance from three distinct types of roads (major arterial, minor arterial, and collector roads). Nine sampling locations in Thailand’s Nakorn Pathom Province were chosen for the measurement of noise levels and three contributing characteristics: traffic volume, vehicle speed, and the proportion of heavy to total vehicles. Along with a housing survey, face to face interviews with a total of 387 roadside dwellers recorded their sociodemographic data, activity-based locations, and noise impacts experienced. A statistical analysis based on Spearman correlation revealed a positive relationship between traffic volume and traffic noise level on major arterial (r=0.607) and collector roads (r=0.885). Residents around collector roads were more sensitive than those along the main arterial road, in spite of having lower noise levels and less intense traffic patterns. Longer housing setbacks appeared to be a key factor in reducing noise annoyance from all road types, according to an exact logistic regression analysis (OR=0.11, 95% CI: 0.003, 0.73 for the major arterial road; OR=0.29, 95% CI: 0.10, 0.78 for the minor arterial road; and OR=0.32, 95% CI: 0.12, 0.84 for collector roads). However, performing activities in closed areas (OR=0.05, 95% CI: 0.01, 0.17 for the minor arterial road; OR=0.22, 95% CI: 0.54, 0.90 for collector roads) and living in soundproof structures (OR=0.05, 95% CI: 0.001, 0.31 for collector roads) played additional roles to reduce the annoyance of residents along the roads with shorter setback lines.

Reducing Red Light Running (RLR) with Adaptive Signal Control: A Case Study

Traffic accidents are a leading cause of premature death for citizens, with millions of injuries and fatalities occurring annually. Due to the fact that a large proportion of accidents are caused by red light running, reduction of the frequency of red light running (RLR) has been extensively researched in recent years. However, most of the previous studies have focused on reducing RLR frequency through driver education or warning sign design, with little attention paid to the relationship between RLR behavior and traffic signal control. Considering RLR is significantly affected by the number of vehicles arriving during yellow, it is possible to identify RLR behaviors in advance by analyzing data on yellow-arriving vehicles. Meanwhile, based on the strong correlation between yellow arriving and RLR frequency, it is possible to reduce RLR by traffic signal control. In this paper, we propose a quantitative model of correlation between RLR frequency and yellow light arrival based on high-resolution traffic and signal event data from Twin Cities, Minnesota. On this basis, the Non-dominated Sorting Genetic Algorithm-II (NSGA-II) is implemented to find trade-offs between minimizing the RLR frequency and the traffic delay. A case study of a 6-intersection arterial road reveals that in unsaturation, saturation, and supersaturation flow, our approach can converge to a Pareto optimal front in 30–50 iterations, which shows that is possible to simultaneously reduce RLR frequency and enhance traffic efficiency safety, which is conducive to ensuring the life safety of traffic participants.

Bidirectional Green Waves for Road Arterials: Optimization and Simulation

Consider a bidirectional arterial road along which several junctions are controlled by fixed-time traffic signals. The driving times between the junctions are far from showing the ideal condition of integer multiples of half the cycle time. At the junctions, separate left-turn phases have to be scheduled. In particular, the two opposite directions of the arterial can but do not need to be scheduled at the same time. This paper provides an integrated mathematical optimization model that maximizes the widths and lengths of the green bands of both directions of the arterial. Within this, the model selects among three predefined signal programs with different phase sequences, and computes optimum offsets for the selected signal programs at each junction. Arranging the left-turn phases before or after the arterial’s through-traffic in a dedicated way provides much better results in the optimization model than always scheduling them at the same time. To validate the optimization result, we implemented a microscopic traffic flow simulation model (using the SUMO simulation package) inspired by certain arterials in the city of Berlin, Germany. With 11 crossings, the result was an average of less than 1.7 stops per car—already including one possible stop at the two entry points of the coordinated arterial. This compares favorably with the average number of at least 3.4 stops per car when the straight traffic in both directions is always scheduled at the same time, that is, in parallel.

Congestion reduction via personalized incentives

With rapid population growth and urban development, traffic congestion has become an inescapable issue, especially in large cities. Many congestion reduction strategies have been proposed in the past, ranging from roadway extension to transportation demand management. In particular, congestion pricing schemes have been used as negative reinforcements for traffic control. In this paper, we study an alternative approach of offering positive incentives to drivers to take different routes. More specifically, we propose an algorithm to reduce traffic congestion and improve routing efficiency via offering (personalized) incentives to drivers. We propose to exploit the wide accessibility of smart devices to communicate with drivers and develop an incentive offering mechanism using individuals’ preferences and aggregate traffic information. The incentives are offered after solving a large-scale optimization problem in order to minimize the total travel time (or minimize any cost function of the network such as total carbon emission). Since this massive-size optimization problem needs to be solved continually in the network, we developed a distributed computational approach. The proposed distributed algorithm is guaranteed to converge under a mild set of assumptions that are verified with real data. We evaluated the performance of our algorithm using traffic data from the Los Angeles area. Our experiments show congestion reduction of up to 5% in arterial roads and highways.

Vehicle Emission Models and Traffic Simulators: A Review

Accurate estimations and assessments of vehicle emissions can support decision-making processes. Current emission estimation tools involve several calculation methods that provide estimates of the exhaust components that result from driving on urban arterial roads. This is an important consideration, as the emissions generated have a direct impact on the health of pedestrians near the roads. In recent years, there has been an increase in the use of emission models, especially in combination with traffic simulator models. This is because it is very difficult to obtain an actual measurement of road emissions for all vehicles travelling along the analysed road section. This paper concerns a review of selected traffic simulations and the estimation of exhaust gas components models. The models presented have been aggregated into a group with respect to their scale of accuracy as micro, meso, and macro. This paper also presents an overview of selected works that combine both traffic and emission models. The presented literature review also emphasises the proper calibration process of simulation models as the most important factor in obtaining accurate estimates. This work also contains information and recommendations on modelling that may be helpful in selecting appropriate emission estimation tools to support decision-making processes for, e.g., road managers.

EVALUATION OF ACCESSIBILITY COMMUTER-LINE STATION WITH JITNEY TRANSPORTATION MODES BY USING GIS APPLICATION-A CASE STUDY OF DEPOK STATION

This research aims to evaluate the aspects that can increase the Station's service area by maximising the integrated Jitney as the other public transportation modes that can increase reachability for the people near the Station. Evaluating the accessibility of some stations in the Depok area is needed to identify the infrastructure upgrading priorities, such as providing pedestrian roads and giving better access to the Station to increase the Station's service area. The methodology used in this research is analysing method using a GIS application to assess and discover the pattern of travel behaviour for public transport in the Depok municipality area. The GIS Database Design in this research uses the Spatial Database and Attribute Database, which are integrated with the QGIS application to become Maps for the service area of public transportation in the Depok Municipality. The road network in Depok municipality is dominated by the jitney route as intracity public transportation, which travels on the arterial and collector road. Then the railway is located in the central area of Depok that stretches from South to North. There are some areas that do not have access to jitney services due to this residential area being far from the arterial and collector road travelled by Jitney. Looking at its planning for jitneys in the Depok area, the availability of jitneys follows the demand of the passenger population, and there are no travel analyses from the Transportation Department of Depok Municipality or local public transport organisations (ORGANDA) as private jitney operators. The ineffective jitney route planning is the other reason that there are some uncovered residential areas from public transport access. Subsequently, there are different travel time characteristics among four commuter line stations in the Depok Municipality area. The Citayam and New Depok Stations have wider access for pedestrians which these two stations have a more extensive service area than Old Depok Station, whereas Old Depok Station has restricted access to the west area of this Station. The rearrangement of the Station access is needed, especially for Old Depok Station, by adding road access on the west side to increase the service area of the Station.

The urban structure and pedestrian injuries: A typological analysis of pedestrian crashes in the city of Hermosillo, Mexico

Objective In this study, we aim to identify social typologies of pedestrian crashes considering demographics, health impacts, involved vehicle, temporality of the collision, and place of impact in Hermosillo, Mexico. Methods A socio-spatial analysis was performed by using local urban planning information and vehicles-pedestrian crashes records collected by the police department (N = 950) between 2014 and 2017. Multiple Correspondence Analysis and Hierarchical Cluster Analysis were used to determine typologies. Geographical distribution of typologies was obtained with spatial analysis techniques. Results The results suggest there are four typologies, which portray the physical vulnerability of pedestrians, which reflect the vulnerability to collisions associated to the variables age, gender, and street speed limits. Findings show that children are more likely to be injured during weekends in residential zones (Typology 1), while older females are more likely to be injured during the first three days of the week (Monday – Wednesday) in the downtown area (Typology 2). Injured males during the afternoon in arterial streets represented the most frequent cluster (Typology 3). Also, males were likely to be severely injured by heavy trucks during nighttime in peri-urban areas (Typology 4). These findings indicate that vulnerability and risk exposure vary according to the type of pedestrian involved in the crash, which are linked to the types of places they visit. Conclusions The design of the built environment plays a major role in the number of pedestrian injuries particularly when it favors motor vehicles over pedestrians or non-motorized vehicles. Because traffic crashes are considered preventable events, cities must embrace a diversity of mobility modes and incorporate the appropriate infrastructures that safeguard the lives of all their travelers, especially pedestrians.

New signal priority strategies to improve public transit operations in an urban corridor

By facilitating public busesʼ movement through traffic signal-controlled intersections, a transit signal priority (TSP) strategy can contribute to the reduction of queuing time at intersections. However, the traditional TSP also has a significant downside; it is detrimental to non-prioritized movements and other transport modes. This research proposes new TSP strategies that account for optimization for the person delay at an intersection along a corridor. This research focused both on major arterial roads and minor arterial roads, whereas the majority of the publications only addressed the major arterial approach. As part of this research, the bus schedule was also taken into consideration, whereas in other studies, the measure of giving priority was only the approach to the intersection. The proposed method is described in detail and also is implemented on arterial corridor in VISSIM. The study area simulation results indicated that the proposed TSP methods performed better than the conventional TSP.