Intersection Capacity Research Articles

Penanganan Simpang tak Bersinya: Studi Jalan Simpang Haji Rais Kota Tangerang Selatan

The intersection of Jalan H. Rais is where 3 (three) roads meet, namely Jalan H. Jamat Gang Rais, Jalan Puspitek Segment 1, and Jalan Puspitek Segment 2. This intersection often experiences long queues due to inadequate intersection capacity so that it cannot accommodate the volume of vehicles during morning and evening rush hours. The research method used was a direct survey method at the research location to collect traffic data at the H. Rais intersection and the surrounding roads. The research results found that the average length of the queue before handling during peak hours on weekdays was 168.52 m and delays were 35,471 with an intersection service level (LOS) D, while the average length of the queue before handling during peak hours on holidays was 119 .82 m and a delay of 33.52 with a level of service (LOS) D. H. Rais intersection performance for the next 5 years, before handling becomes worse with the result that the average queue length during weekday peak hours is 219, 64 m and a delay of 49,137 with an intersection service level (LOS) E, while the average queue length during holiday peak hours is 218.28 m and a delay of 43,635 with an intersection service level (LOS) E. Handling that needs to be done at the intersection H. Rais road in short-term scenario 1 is by providing road equipment facilities and assignment of traffic officers, and in short-term scenario 2 by widening the bend radius to a minimum of 7.8 m and widening the H. Jamat Gang Rais road to 6 m, while The treatment carried out at the H. Rais intersection in the long term is to change the Puspitek road type to 4/2-T with a width of 6 m per direction.

Assessing the impact of communication delays for Autonomous Intersection Management systems

Communication is essential for Cooperative Intelligent Transportation Systems (C-ITS) to achieve better road efficiency, especially for Autonomous Intersection Management (AIM) which coordinates vehicles to pass the intersection safely and efficiently. Communication delays cause severe safety crises (i.e., collisions) and vehicular-performance degradation regarding intersection capacities and vehicular delays. Targeting the delays, network researchers have been working on low-latency communication technologies, and C-ITS researchers have proposed delay-tolerant AIM systems to avoid collisions in intersections. The impacts of communication delays are observed and discussed in the literature; however, models and assessments of the delay requirements for AIM are needed to provide insights for future network and C-ITS research. Here, we model the impact of communication delays on vehicular performance at an autonomous intersection and validate the models with the simulation results from over two million experiments, two types of multi-lane intersections (a typical 4-legged intersection and a roundabout), and four AIM systems. The simulations are conducted with SUMO simulator and AIM systems, where communication delays are inserted into the message exchanges during the simulation. The models are represented in linear, quintic, and cubic polynomials, showing that communication delay between 0 to 100 milliseconds is linearly related to vehicular performance in terms of intersection capacity and vehicular delay. According to the models, we show that by reducing communication delay from 100 to 10 milliseconds, the capacity degradation can be reduced from 7-10% to 0.7-1.0%. Moreover, communication delays must be less than 247 milliseconds to allow AIM systems to outperform traditional traffic lights.

Road Junction Throughput Testing in Transport Logistics—Slovak Case Study

The development of motoring and the ever-increasing traffic load on roads results in congestion and the collapse of traffic in weak places, which, due to their existing construction solution and traffic organization, cannot cover the current and forecasted requirements of carriers. The aim of this article is to present a proposal for a procedure of adjusting the organization of transport, based on our own research and scientific methods of traffic forecasting. The authors work with the hypothesis that there are possibilities of rebuilding weak points in the existing network of overland roads into transport hubs with a higher transport capacity that will cover the requirements of transporters. In this article, the authors emphasize that the basis of the search for an optimal solution to the change in traffic remains the development of calculation methods and consideration of the specific traffic conditions occurring in the given country. Using the example of a case study within the Slovak Republic, we present a proposal for calculation methods based on European standards, which can be used practically without changes in every EU member country. This case study deals with the proposal to transform an uncontrolled four-way intersection into a roundabout. The authors carried out extensive transport research, and on the basis of data analysis, proposed construction and traffic-operational modifications of the existing junction in order to fulfil customer requirements in transport logistics. The proposed solution was verified alternatively with regard to the planned construction of a motorway section near the assessed intersection. When designing the calculation methods, we used our own experimental measurements directly in the area and also included in the calculation methods calculations regarding the capacity of turbo intersections, which are not yet addressed by the technical regulations in the SR environment.

INVESTIGATION OF THE EFFECT OF GEOMETRIC IRREGULARITIES ON CAPACITY OF TRAFFIC CIRCLES BY USING PARTIAL LEAST SQUARE REGRESSION METHOD

This paper examined the impact of geometric irregularities on the intersection capacity at traffic circles. A new empirical capacity relation was proposed to predict the capacity of the traffic circle as a function of geometric elements, exit and circulating flows. Within this scope, firstly, the relationship between the vehicles entering from the minor approach and the circulating flow from the turning movement in the traffic circle was examined based on the K-Means cluster analysis method. The analysis was created in accordance with an exponential relationship between entry and circulating flow. Secondly, two clusters were selected by the partial least squares regression method to improve the model's effectiveness. Lastly, to validate the model, "leave-one-out" cross validation was used to select the components that maximize the model's predictive ability. The results show that geometric parameters of a traffic circle create different effects on capacity, especially in different circulating flow conditions.

Integrated Optimization Model of Lane Function and Signal Control for Tandem Intersections

This paper presents an integrated optimal controller for the tandem intersection with lane function design and signal control, aiming to improve intersection efficiency and service reliability with a multi-objective formulation. The tandem intersection is a type of unconventional intersection that can re-organize the vehicles at entrance lanes with sorting areas, and improve intersection capacity through the coordination of pre-signals and main signals. However, most existing studies related to tandem intersection control assume that the lane functions in the sorting areas for both the through and left-turn movements are the same, and the traffic demand remains static. To fill these gaps, this paper first identifies six different tandem control modes based on the different lane functions and phase sequence schemes in the sorting area, and the corresponding delay models for each mode are derived. Furthermore, an integrated optimization model is developed to minimize the mean and semistandard deviation of the intersection delay, and the Non-dominated Sorting Genetic Algorithm-II is used to obtain the optimal solution. A case study is conducted in a real-world intersection in Melbourne, Australia, under various traffic conditions. The results show that the proposed method can decrease average delay and queue length by 19.61% and 20.94%, respectively, compared with conventional intersection design.

A platoon formation algorithm for intersections with blue phase control in mixed traffic

Increasing attention is being paid to intersection signal control with cooperative platoons. Assuming platoons being formed, such platoons cannot only improve the intersection capacity but also minimize the number of control units, especially when dedicated connected and automated vehicle (CAV) lanes are considered. However, the platoon formation process is often neglected, especially for lane-changing and overtaking maneuvers in mixed traffic. This may jeopardize the potential of signal control with platoons. This article proposes a platoon formation algorithm that computes the optimal lane, platoon sequence, and speed profiles of CAVs under the requirement of the central traffic controller. The algorithm is designed for mixed traffic conditions and hence the performance of human-driven vehicles is also considered. A mixed integer linear program model is formulated to minimize the deviation from the desired platoon configuration and the disturbance to overall traffic under any arbitrary initial condition. Numerical experiments are designed to test the effectiveness and the computational performance of the proposed algorithm. Results show that CAVs with signal control can form platoons with rational motion. Besides, the platoon penetration significantly affects platooning feasibility, while the platoon length does not. This suggests that CAVs can form long platoons at intersections to improve traffic throughput.

A Grid-based Framework for Managing Autonomous Vehicles' Movement at Intersections

With a full fleet of autonomous vehicles (AV) in the future, the concept of signal-free intersections has attracted transportation researchers. Multiple studies have investigated different methods and protocols to facilitate vehicle decision-making at intersections. Most of these methods have relied on strong centralized or inter-vehicle communications. This research aims to develop a new protocol for managing vehicle movement at four-leg intersections assuming a fully automated fleet. The main concept of the proposed protocol is to maintain a continuous movement of vehicles entering the intersection, without stopping in queues, by controlling their sequence of movements. In the methodology a dynamic occupancy grid (DOG) approach is applied by initially dividing the intersection into dynamic grids (i.e. cells). The cells are in a virtual movement, emanating away from each lane-group without overlapping, like a gear machine. Each vehicle sits on a specific cell to traverse the intersection safely at a predetermined time. In other words, vehicles approaching an intersection must register their speed and position by certain sensors, and in return receive the appropriate acceleration and speed to finally be allocated to the suitable moving grids. The efficiency of the applied protocol was demonstrated by a practical example that presented a higher intersection capacity value exceeding the ideal saturation flow rate in some cases. This reflects the efficiency of the implemented protocol and its applicability to different low to high traffic flows. Moreover, the protocol shows more flexibility in dealing with different weather, geometric and traffic conditions.

Optimal Traffic Control for a Tandem Intersection With Improved Lane Assignments at Presignals

This article focuses on the optimal traffic control strategy for a tandem intersection with pre­signals. First, the impact of a lane assignment scheme at presignals on the operational performance of the tandem intersection is analyzed. An improved lane assignment method is thus proposed to avoid setting the lanes with the same traffic flow direction adjacent to each other as far as possible. Second, vehicle delay models behind the presignals and in the sorting area are established, respectively. Third, considering green times of presignal phases and sorting area lengths on all approaches as variables, an optimization model is proposed to minimize the average vehicle delay. Finally, a case study is conducted on a congested intersection in Changchun, China, to validate the proposed method. The effects of the proposed improved lane assignment scheme on the tandem intersection are analyzed compared with the traditional lane assignment scheme. The results show that the former can decrease average vehicle delay by 22.9% and increase intersection capacity by 18.6%.

Intersection control based on Fine-grained Phases for connected and automated vehicles

Traditional traffic signal control is one of the most widely used urban traffic control methods, due to its high efficiency, robustness, and simplicity. However, in the era of connected and automated vehicles (CAVs), it is prospective to enhance traffic control precision and achieve vehicle coordination in a more efficient manner. Focusing on an isolated intersection, this study proposes an innovative concept of Fine-grained Phase (FP) for CAV-enabled traffic control, which realizes more refined right-of-way allocation than traditional signal phases while preserving the simplicity and scalability. The development of FP jointly optimizes traffic control strategy and intersection layout design to fully utilize time-space resources, and multiple forms of FP could be generated in response to various traffic demands; meanwhile, vehicle coordination is achieved in an offline–online manner to balance solution quality and efficiency. Under the FP-based control, each lane is assigned with periodical entry time points using FP design results, then vehicles are supposed to catch up with the appropriate time points to fulfill their trips. Theoretical analyses are conducted under stationary vehicle arrival patterns, where the average delay and the intersection capacity associated with different forms of FP can be analytically acquired. For the implementation of FP-based control, we construct a general offline–online framework, consisting of an offline model that optimizes the geometry of the conflict zone at intersections and the control strategy of vehicles simultaneously, which is formulated as a mixed-integer linear programming problem, and an online FP adoption mechanism that can adapt to varying demand patterns. Under the framework, limited online computation is required, facilitating its practical real-time implementation. Simulation studies under a variety of demand settings show that FP-based control is advantageous over benchmark methods in reducing vehicle delay and also improving intersection capacity in most cases; even for cases with extremely imbalanced demands, FP-based control can admit comparable throughput, while the average delay is much smaller. In addition, results of computation time reveal that FP-based control could realize real-time implementation with negligible computation burden.

Extending the decision-making process during yellow phase from human drivers to autonomous vehicles: A microsimulation study with safety considerations

One of the main factors affecting the safety of signalised intersections is the stop/go behaviour during the yellow interval. Although previous research has exhaustively examined drivers' stop/go decision-making, the expected autonomous vehicles' (AVs') stop/go behaviour has not yet been thoroughly investigated. Through a series of simulation experiments developed for conventional and autonomous vehicles using different car-following, lane-changing, lateral placement and stop/go model parameter values, we examine here whether the default VISSIM stop/go parameter values can adequately replicate the observed drivers' behaviour at the considered intersection and assess the suitability of using the currently available options, albeit referring to human drivers, to simulate the expected stop/go behaviour of AVs. We also propose a policy framework for determining the desired behaviour of AVs in yellow interval, which is integrated into an AVs logic and achieved in the last simulation to explore the effect of automation on the stop/go outcome and, hence, on the safety level of signalised intersections. Several data analysis and modeling techniques were used for the formulation of certain scenarios, including binary choice models. The default stop/go parameter values were found unfit to replicate the observed stop/go behaviour and subjected to calibration. Compared to the currently available options, the proposed AVs logic proved to produce the most accurate results, in terms of the stop/go simulation outcome. Regarding the impact of automation on the stop/go outcome, the simulation experiments showed that AVs preferred a more conservative behaviour in favor of road safety, as indicated by the significant reduction (≈15%) in the number of vehicles crossing the stop line during the yellow light and zero instances of red light violation. However, compared to the conservative drivers represented by the default stop/go parameter values, AVs preferred a more rational behaviour in favor of intersection capacity without compromising road safety.

Research on the Setting and Control Method of Centrosymmetric Short Straight Lanes for Signalized Intersections

A new traffic organization method has been proposed to address the issue of traffic congestion caused by oversaturation through traffic during peak hours at signalized intersections. This method involves the installation of approximately centrosymmetric short straight lanes (CSSLs) to facilitate the passage of through vehicles, aiming to improve the traffic efficiency at signalized intersections. Firstly, two types of intersection designs with CSSLs were investigated, along with their operational principles. Secondly, a capacity model for the CSSL was established, taking into account the probability theory and mutual blockage considerations, as well as a delay model based on vehicle accumulation under oversaturated conditions. Finally, the intersection of Nanxu Road and Huangshan South Road in Zhenjiang City was chosen as an example. A simulation scheme was designed using VISSIM software to evaluate the effectiveness of the proposed method by implementing CSSLs before and after the intersection. The simulation results indicate that this method effectively increases the capacity of the oversaturated intersection approaches at the intersection and reduces the average delay. Under different lengths of short through lanes and utilization rates, the capacity of the eastbound short through lane and its adjacent lane increased by 20.7%, and the average delay decreased by 14.2% in all cases. Furthermore, a sensitivity analysis was conducted to examine the impact of short through lane capacity and the number of short through lanes on intersection capacity under different traffic volume levels. This analysis provides further insights into the influence of the CSSL on intersection capacity.

Quantifying the impacts of right-turn-on-red, exclusive turn lanes and pedestrian movements on the efficiency of urban transportation networks

Previous studies demonstrated that restricting left turning movements can enhance transportation network efficiency. However, this strategy can lead to significant increases in the volume of right-turn movements. While these right-turn movements do not conflict with opposing through traffic, they still must interact with pedestrians in adjacent crosswalks. Further, their movement is influenced by the presence of right-turn-on-red, which is commonly applied at signalized intersections to improve intersection capacity, and the presence of exclusive right-turn lanes. This paper examines the influence of these three factors (pedestrian activity, right-turn-on-red, and exclusive right-turn lanes) on vehicular operational performance at a network-wide level. Simple grid network structures are considered due to their generalizability and the performance of three network types are tested: two-way streets that accommodate left turns, two-way streets that prohibit left turns, and one-way streets. The results reveal that when there are no pedestrians, right-turn-on-red can improve the operational performance regardless of the existence of exclusive lanes, especially for the networks restricting left-turn movements, and the presence of exclusive turn lanes increases the benefits obtained by allowing right-turn-on-red. The results also suggest that allowing right-turn-on-red is more important than providing exclusive lanes when the traffic load is light; however, under heavier traffic, exclusive turn lanes become more important. The presence of pedestrians reduces overall network performance and the benefits provided by right-turn-on-red for most scenarios, as expected. This decrease in performance is larger for networks made up of two-way streets compared to those made up of one-way streets. Exclusive lanes are also found to be critical for two-way streets with left turns protected to maintain network efficiency. Overall, prohibiting left turns on two-way streets still provides the largest operational performance of all networks with these features considered.

Evalusai Kinerja Simpang Tak Bersinyal (Study Kasus Simpang Jalan Sukomulyo dan Jalan Kyai H. Syafii Kec. Manyar Kab. Gresik)

The intersection of Jalan Sukomulyo and Jalan Kyai H. Syafii is one of the 3 unsignalized intersections with quite high traffic levels. So it is necessary to conduct research on the performance of the intersection. This type of research was conducted using field observation methods. The primary data collection is done by making direct observations at the Sukomulyo road intersection and Kyai H. Syafii road. The LHR survey was carried out for one week by directly recording vehicles passing through the planning location at 15-minute intervals. When the data have been obtained, it analyzed based on the Directorate General of Highways MKJI 1997. The results of the analysis of the performance of the intersection at the Sukomulyo road intersection and Kyai H. Syafii road show quite good results even though many vehicles pass it. Morning traffic volume is 4220.8 pcu/hour, afternoon is 2071.6 pcu/hour, in the afternoon is 3741.3 pcu/hour. The morning intersection capacity is 6552.74 pcu/hour, the afternoon is 4805.38 pcu/hour, in the afternoon is 5500.06 pcu/hour. The degree of saturation in the morning is 0.64, afternoon is 0.43 and afternoon is 0.68. Morning delay is 7.79 seconds/hour, afternoon is 3.98 seconds/hour, in the afternoon is 8.57 seconds/hour. Probability of queuing in the morning with an upper limit of 35.22% and lower limit of 16.98%, Probability of queuing in the afternoon with an upper limit of 20.44% and a lower limit of 8.5%, Probability of queuing in the afternoon with an upper limit of 38.78% and a lower limit of 18.98% .

Evaluasi Simpang Tiga Tak Bersinyal pada Simpang Tiga Ketapang Cepu

The objectives of this study are as follows: To determine the volume and capacity of the Ketapang Cepu three-stroke intersection. To find out the performance of the Ketapang Cepu intersection that has not been signaled. The researcher's research method is a method with a quantitative approach. The data is in the form of the type of vehicle volume crossing the intersection and traffic volume. Data analysis techniques used to analyze the results of this study using the method of Indonesian Road Capacity Guidelines 2014. The method of analyzing this research data is as follows: Analyzing peak times, namely analyzing survey results. Peak time analysis per 1 hour was conducted, which was analyzed with the rules of the Indonesian Road Capacity Guidelines (PKJI 2014). Conclusion From the results of the calculation above, the intersection capacity is 2950.7 skr / hour, the largest traffic volume is 2373.6 skr / hour, the chance of queuing that occurs 26% - 51%. In PKJI 2014, the delay of all intersections is included in the good category if it is in the range of 5-15 seconds. Based on the data above, the performance of Simpang Tiga Ketapang Cepu is still good (there is no congestion).

Spatiotemporal-restricted A∗ algorithm as a support for lane-free traffic at intersections with mixed flows

Improving the capacity of intersections is the key to enhancing road traffic systems. Benefiting from the application of Connected Automated Vehicles (CAVs) in the foreseeing future, it is promising to fully utilize spatiotemporal resources at intersections through cooperative and intelligent trajectory planning for CAVs. Lane-free traffic is currently a highly anticipated solution that can achieve more flexible trajectories without being limited by lane boundaries. However, it is challenging to apply efficient lane-free traffic to be compatible with the traditional intersection control mode for mixed flow composed of CAVs and Human-driving Vehicles (HVs). To address the research gap, this paper proposes a spatiotemporal-restricted A∗ algorithm to obtain efficient and flexible lane-free trajectories for CAVs. First, we restrict the feasible area of the heuristic search algorithm by considering the feasible area and orientation of vehicles to maintain the trajectory directionality of different turning behaviors. Second, we propose a spatiotemporal sparse sampling method by defining the four-dimensional spatiotemporal grid to accelerate the execution of the heuristic search algorithm. Third, we consider the motions of HVs as dynamic obstacles with rational trajectory fluctuation during the process of trajectory planning for CAVs. The proposed method can retain the advantage of efficiently exploring feasible trajectories through the hybrid A∗ algorithm, while also utilizing multiple spatiotemporal constraints to accelerate solution efficiency. The experimental results of the simulated and real scenarios with mixed flows show that the proposed model can continuously enhance traffic efficiency and fuel economy as the penetration of CAVs gradually increases.

Analysis of the Capacity of Intersections with Fixed-time Signalling Depending on the Duration of the Green Phase for Pedestrians

Analysis of the Capacity of Intersections with Fixed-time Signalling Depending on the Duration of the Green Phase for Pedestrians

A preliminary analysis of base saturation flow rate during first loss time and saturated time at pretimed signalized intersections

Saturation flow rate is a key parameter essential for assessing signalized intersection capacity. The reference often used for signalized intersection planning in Indonesia is Indonesian Highway Capacity Guidelines (PKJI, 2023). In heterogeneous traffic environments, it has been observed that driver characteristics and behaviors exhibit significant variations. Therefore, this study aimed to investigate the prevailing saturation flow rate conditions at signalized intersections within Banda Aceh City. This exploration unfolded through two distinct scenarios, namely saturated time with and without initial lost time. For data acquisition, the focus was set on four signalized intersections, namely Jambo Tape, Pocut Baren, AMD Batoh, and Lhong Raya. This extraction procedure aimed to uncover insights into vehicle composition, movement patterns, and field saturation flow rate at these signalized intersections. In the aspect of analysis, a simple linear regression approach was adopted to recalibrate saturation flow rate coefficient of signalized intersections. This recalibration took into account vehicle compositions at the observation locations. The culmination of this analysis showed that in the scenario devoid of lost time under prevailing conditions, flow rate yielded S0 = 352 x Le. Meanwhile, for the scenario entailing lost time, the calculation produced was S0 = 294 x Le.

Base saturation flow rate (BSFR) and its effect on performance of pretimed signalized intersection with non-lane based urban heterogeneous traffic.

Signalized intersections that are pretimed are commonly used in rapidly developing cities with diverse traffic patterns, including those found in Indonesia. These intersections are a common source of congestion and delays in road networks, particularly when there is non-lane based (NLB) traffic in urban areas. Accurate estimation of both the base saturation flow rate and capacity is essential for this type of facility, as an error in the prediction of the base saturation flow rate can result in significant bias in capacity evaluation and design at signalized intersections. The estimation of capacity at signalized intersections is critical for ensuring optimal signal timings, minimizing delay, and reducing congestion. Heterogeneous traffic, which refers to the presence of various types of vehicles with distinct static and dynamic characteristics, is a common phenomenon. To address this issue, this paper presents a modeling approach for the SFR that takes into account heterogeneous traffic and NLB movements. Indonesia, being an archipelago with 34 provinces, served as the focus of this study, which specifically concentrated on Banda Aceh, the capital province of Aceh province. Employing primary and observed data collected at a specific, predetermined signalized timing, this study aimed to investigate the impact of intersection geometry and heterogeneous traffic composition on the SFR. By adopting the modeling approach for NLB movements, the study formulated the BSFR model. To estimate the scale parameters of the BSFR, the multiple linear regression approach was utilized. The analysis results reveal that the existing BSFR based on the IHCM formula gives a substantially biased estimation because the PCEs from the Indonesian Highway Capacity Manual (IHCM) are underestimated. This source of error could be partially due to the heterogeneous (varied vehicle composition) traffic flow with NLB movements, unlike that observed under the prevailing conditions of IHCM 1997. The empirical results show that the existing IHCM should be improved to avoid overestimation, particularly for effective approach width (We) greater than 4.5 m. A comparison of the BSFR prediction model between IHCM's PCEs and new PCEs shows that the BSFR is predicted more accurately in the latter case. This finding demonstrates that the existing IHCM can be adjusted in two ways: adjusting PCEs or calibrating the BSFR formula. The proposed models can also enhance the accuracy of BSFR prediction, leading to better signalized intersection capacity estimation, providing support for designing traffic operation, alleviating traffic congestion, and reducing congestion delay within the city.

Analysis of APILL Interchange Capacity, Effective Approach Width, and Saturation Current Determination Using PKJI 2023.

In this research, data analysis uses the 2023 Indonesian Road Capacity Guidelines (PKJI) method to produce signalized intersection performance data including capacity, level and level of congestion, delays, impact of vehicle emissions as well as queue capacity and service level at the intersection. intersection. The results of this research can be used to re-plan routes so that route segment performance can operate optimally. This research requires primary and secondary data. Primary data was collected by conducting direct field surveys, while secondary data was obtained from relevant government agencies. Primary Data Collection is data obtained from the results of field surveys. The data includes: a. Environmental and geometric conditions at each intersection b. Vehicle volume is calculated using CCTV at each intersection. c. Calculating Determination of Effective Approach Width. d. Calculating Determination of saturation current. 3.2 Secondary Data Collection This secondary data is data obtained from related agencies, in the form of population data and traffic data on Jl.KH. Wahid Hasyim and Jl. Sewer Inspection Mataram, Dabag, Condongcatur, Sleman, DIY. Based on the results of research conducted at the empang intersection, Jl. KH. Wahid Hasyim and Jl. Mataram Sewer Inspection, Dabag, Condongcatur, Sleman, DIY. On Sunday 01/10/2023, Monday 02/10/2023, Tuesday 03/10/2023, Wednesday 04/10/2023, Thursday 05/10/2023, Friday 06/10/2023 and Saturday 07/10/2023 . It can be concluded that the busiest traffic activity occurred on Monday, 02/10/2023. With a total of 2539 vehicles or 1106.2 SMP/Hour. High traffic volume is a problem that must be addressed. Based on the analysis carried out at the intersection, the following conclusions can be drawn: 1. Vehicle volume based on the results of a 7 day traffic survey at the intersection of four KH roads. Wahid Hasyim and the Mataram Sewer Inspection Road obtained results of a heavy number of vehicles on Monday 02/10/2023 for the time period 06.00 – 07.00 and 16.30 – 17.30. namely 2539 Kend/Hour. 2. KH four-way intersection capacity. Wahid Hasyim and the Mataram Sewer Inspection road for the period Monday 02/10/2023 in the north direction 1315.811775 SMP/hour, south 1307.86199 SMP/hour, east 2325.226635 SMP/hour, west 2190.930622 SMP/hour. 3. Effective Approach Width on KH road. Wahid Hasyim and the Mataram Sewer Inspection road in the north direction 16.5m, south 13.3m, east 12m, west 10.5m. 4. Basic saturated current on KH road. Wahid Hasyim and the Mataram sewer inspection road in the north direction 9900 SMP/hour, south 7980 SMP/hour, east 7200 SMP/hour, west 6300 SMP/hour. 5. Adjusted saturation current J on road KH. Wahid Hasyim and the Mataram Sewer Inspection road in the north direction 9556.948685 SMP/hour, south 7847.171942 SMP/hour, east 6827.261184 SMP/hour, west 6170.376038 SMP/hour.

A spatiotemporal control method at isolated intersections under mixed‐autonomy traffic conditions

AbstractWith the introduction of connected and automated vehicles (CAVs), the integrated control of traffic signals, lane assignments, and vehicle trajectories becomes feasible, offering notable benefits for enhancing intersection operations. However, during the prolonged transition to an entirely CAV environment, how to fully leverage the advantage of CAVs while considering the characteristics of human‐driven vehicles remains a huge challenge. To address this challenge, this paper proposes a joint optimization method for spatiotemporal resources at isolated intersections under mixed‐autonomy traffic conditions. Initially, the lane assignment optimization problem is modeled as a mixed integer linear program model to maximize the reserve capacity. Subsequently, the signal‐vehicle coupled control is formulated as a dynamic programming model with the objective of reducing vehicle travel time. Additionally, criteria are established to assess the need for re‐optimizing lane assignments. Simulations validate the superiority of the proposed control method over adaptive control in terms of traffic efficiency and intersection capacity amid substantial traffic demand fluctuations. Sensitivity analyses reveal that the proposed control method can yield higher benefits under medium traffic demand levels. Furthermore, the proposed algorithm exhibits no significant sensitivity to the CAV market adoption rate, suggesting its applicability throughout the CAV adoption process.