Lane-based Network Research Articles

Comparing Lane Based and Lane-group Based Models of Signalised Intersection Networks

This paper compares two analytical approaches for modelling signalised intersection networks in relation to the assessment of signal coordination quality as a fundamental element of network performance analysis. These are (i) the traditional model based on using “lane groups” or “links” through aggregation of individual lane conditions, and (ii) a new “lane-based” model of upstream departure and downstream arrival patterns as well as midblock lane changes between upstream and downstream intersections, and the resulting proportions of traffic arriving during the green period at an individual lane level. The latter is part of a lane-based network model that involves blockage of upstream intersection lanes by downstream queues (queue spillback) and capacity constraint applied to oversaturated upstream intersections. The differences between the two models are expected to be particularly important in evaluating closely-spaced intersections with high demand flows where vehicles have limited opportunities for lane changes between intersections. The lane-based model can make use of “special movement classes” (e.g. through movements at external approaches which become turning movements at downstream internal approaches, and the dogleg movements at staggered T intersections) to enhance the modelling of signal platoon patterns. This allows assignment of specific movements to separate lanes and separate signal phases, and tracking of their second-by-second platoon patterns through the network separately. The method also allows better estimation of unequal lane use cases at closely-spaced (paired) intersection systems, a factor which also affects signal platoon patterns. The paper presents a staggered T network example to demonstrate important aspects of modelling signal platoon patterns by approach lane use and movement class, and to compare the resulting traffic performance measures (delay, back of queue, level of service) with those estimated using the traditional method based on lane groups or links.

From a Link-Node-Based Network Representation Model to a Lane-Based Network Representation Model: Two-Dimensional Arrangements Approach

Most mesoscopic and microscopic traffic simulation studies require the road network under analysis to be detailed at the lane level. Lane-based network representation models could serve as a more realistic platform to provide a geospatial context for traffic simulations to be performed at the level of individual vehicles in a manner that takes into consideration the geospatial context. Presently, most road networks are modeled based on a link-node structure, in which road segments are modeled as links that start, end, and connect to each other at nodes; detailed information regarding lane and lane connectivity at intersections is lost. To overcome this gap between the link-node-based and the lane-based network representations, both open source and commercial simulation packages had created specific data structures and formats, making it difficult to extend them to convert link-node representations into lane-based network representations and facilitate the sharing of resulting lane models. This paper presents an effective approach to automatically derive generic lane-based network representation models from link-node-based network representation models using the concept of two-dimensional (2D) arrangements to realize the automatic extraction of link and lane topologies. The method was prototyped and tested on a Manhattan and a Miami road network. The algorithms and tools created in this study greatly facilitate the development of mesoscopic and microscopic traffic simulation models to address a wide array of infrastructure engineering problems.

Lane-Based Road Network Model and its Application in Simulation Road Network Modeling

Traffic road network is one of the fundamental components in Intelligent Transportation System (ITS). This paper analyses the requirement for traffic road network in ITS, and constructs a lane-based road network model. The model which describes traffic network from different levels is composed of 5 kinds of elements: link, node, arc, lane and lane connector. In level-1, the basic unit of the model is link or arc, which represents the road section with the constant traffic organization. That means the number of lanes, the attributes of lane and the topological relationship between lanes in link or arc are constant. In level-2, lane and lane connector give the detail information of the network based on arcs. This model can support various research and application fields in ITS. Finally, we take the network modeling in traffic simulation as an example. The simulation traffic network in TransModeler is extracted automatically from the traffic network database that is constructed on the lane-based network model.

Lane-Based Network for Flow Analysis and Inventory Management of Transportation Networks

The widely accepted link–node centerline network model inhibits lane-based traffic analysis and inventory management, specifically the ability to represent the availability of lanes, individual lane properties, connectivity among parallel lanes and at turns, and lane movement restrictions. A lane-based network overcomes the limitations by maintaining lanes as independent topological objects and thus supports data management, decision making, and network analysis at the lane level. The data model for a lane-based network uses a directed graph approach in which a set of unidirectional lanes and nodes is used to model traffic flow connectivity. The model manages the continuous lateral connectivity between parallel lanes by specifying the relative lateral position of the lanes on their parent roadways. This approach provides an efficient way to maintain lane topology and eliminates the requirement of turntables. This paper presents the model along with guidelines for lane-based inventory management and strategies for discretizing continuous lateral connectivity between parallel lanes to enable the use of existing routing algorithms (e.g., Dijkstra's). Finally, the paper presents a practical implementation built on the linear location referencing system of a state department of transportation.

Lane-Based Network for Flow Analysis and Inventory Management of Transportation Networks

The widely accepted link-node centerline network model inhibits lanebased traffic analysis and inventory management, specifically the ability to represent the availability of lanes, individual lane properties, connectivity among parallel lanes and at turns, and lane movement restrictions. A lane-based network overcomes the limitations by maintaining lanes as independent topological objects and thus supports data management, decision making, and network analysis at the lane level. The data model for a lane-based network uses a directed graph approach in which a set of unidirectional lanes and nodes is used to model traffic flow connectivity. The model manages the continuous lateral connectivity between parallel lanes by specifying the relative lateral position of the lanes on their parent roadways. This approach provides an efficient way to maintain lane topology and eliminates the requirement of turntables. This paper presents the model along with guidelines for lane-based inventory management and strateg...