Performance Of Signalized Intersections Research Articles

Harnessing Digital Twin Technology for Adaptive Traffic Signal Control: Improving Signalized Intersection Performance and User Satisfaction

Harnessing Digital Twin Technology for Adaptive Traffic Signal Control: Improving Signalized Intersection Performance and User Satisfaction

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.

Performance Analysis of Signalized Intersections (Case Study: Jalan Kragan – Jalan Veteran Gresik)

The signalized intersection of Jalan Kragan-Jalan Veteran Gresik is the gateway to and from Gresik Regency and Surabaya City, so that at this signalized intersection there are often traffic jams or delays and accidents. The evaluation of the performance of the signalized intersection of Jalan Kragan-Jalan Veteran Gresik shows that the signalized intersection Jalan Kragan-Jalan Veteran is experiencing saturation obtained from the 1994 MKJI signalized intersection performance analysis method and according to the Ministry of Transportation regulation No. 96 of 2015, the signalized intersection Jalan Kragan-Jalan This veteran is included in the category D level in signaled crossing services.

Evaluating a signalized intersection performance using unmanned aerial Data

ABSTRACT This paper presents a novel method to compute various measures of effectiveness (MOEs) at a signalized intersection using vehicle trajectory data collected by flying drones. Specifically, this study investigates the use of drone raw data at a busy three-way signalized intersection in Athens, Greece, and builds on the open data initiative of the pNEUMA experiment. Using a microscopic approach and shockwave analysis on data extracted from real-time videos, we estimated the maximum queue length, whether, when, and where a spillback occurred, vehicle stops, vehicle travel time and delay, crash rates, and fuel consumption. The results of the various MOEs were found to be promising. We also demonstrated that estimating MOEs in real-time is achievable using drone data. Such models can track individual vehicle movements within street networks and thus allow the modeler to consider any traffic conditions, ranging from highly under-saturated to highly over-saturated conditions.

Evaluation of Signalized Intersection Performance Using SIDRA and MKJI 1997

Evaluation of Signalized Intersection Performance Using SIDRA and MKJI 1997

Evaluation of Signalized Intersection Performance Using SIDRA and MKJI 1997

Jl. Brigjen Katamso - Jl. Ir. H. Juanda 4-way Intersection is one of the signalized intersections in Medan. The performance of this intersection decreases along with the increasingly viscous flow of vehicles passing at the intersection. The Level of Service at the intersection is in the F category because the mean intersection delay is more than 60 seconds. To determine the solution to the existing traffic problems, efforts are needed to understand the current traffic system. This study uses a simulation model with SIDRA Intersection Version 8 software to calculate the delays and the Level of Services compared with the 1997 MKJI method calculation data. Based on the 1997 MKJI method, the mean intersection delay is 78.67 seconds with the Level of Services is LOS E. Based on the SIDRA Intersection simulation results, the mean intersection delay is 104.6 seconds with the Level of Services = LOS F. From the calculation results using the MKJI 1997 and SIDRA Intersection, there are differences in the value of the mean delay

Evaluating a Signalized Intersection Performance Using Unmanned Aerial Data

Evaluating a Signalized Intersection Performance Using Unmanned Aerial Data

Performance Study of Gendengan Intersection with the Implementation of a One-way System with Contra Flow Bus Lane

The central government plans to provide operational funding for urban public transport in the form of a Buy the Service (BTS) scheme in order to anticipate the degradation of the Batik Solo Trans (BST) public transport performance. One of the efforts to improve BST public transport services is by providing BST public transport a special lane facility on Brigjend Slamet Riyadi road from East to West direction called One-Way System with Contra Flow Bus Lane. This study discusses the design of traffic signal timing settings at Gendengan Intersection with implementation of One-Way System with Contra Flow Bus Lane on Brigjend Slamet Riyadi road. The signalized intersection performance is calculated by using the Indonesian Highway Capacity Manual 1997 method. Several scenarios of traffic signal timing for the signalized intersection are used to find out the best scenario. The results of signalized intersection performance analysis show that with implementation of One-Way System with Contra Flow Bus Lane, the level of service Gendengan intersection has decreased from D to F in the afternoon peak hours for Protected Scenario case, while in the morning and afternoon peak hours remain constant for all scenarios.

Signalized Intersection Performance with Automated and Conventional Vehicles: A Comparative Study

AbstractSignal control devices have been continuously evolving to make green assignments more responsive to traffic. Recent advances in connected and automated vehicles (CAVs) provide new opportuni...

Investigating the Relation between Level of Service and Volume-to-Capacity ratio at Signalized Intersections under Heterogeneous Traffic Condition

Among the various performance measures for assessing the operational condition of signalized intersection, both volume-to-capacity (v/c) ratio and control delay have gained importance universally. Even though delay is used as the service measure for arriving at the level of service (LOS) of signalized intersection, the practitioners use v/c ratio as the prime indicator of intersection performance. This study aims at understanding the significance of using the v/c ratio as an indicator of signalized intersection performance under Indian context. Previous studies and various highway capacity manuals have proposed a one-to-one relationship between delay and v/c ratio. The relationship has been revisited to find out whether there is a one-to-one correspondence. Further, an attempt was made to investigate the relationship between level of service and the v/c ratio at signalized intersection under heterogeneous traffic condition. The delay model proposed in the Indian Highway Capacity Manual (Indo-HCM) has been used for this. The results show that the delay distribution under different degrees of saturation are overlapping and it is difficult to arrive at v/c thresholds for each LOS category. i.e. there is no one-to-one correspondence between v/c ratio and delay values. Based on the study results, some approximate thresholds of v/c ratios are proposed for LOS of signalized intersections under heterogeneous traffic condition.

The Influence of Driver Behavior on Saturation Flow Rate at Signalized Intersection

Signalized intersection is very critical and significant element of city traffic network. It has an affect on the road network as it significantly affects the performance of the whole network. The signalized intersection performance is usually measured by delay and saturation flow rate, therefore accurate evaluation of signalized intersection capacity requires accurate determination of saturation flow rate. In intersection capacity analysis, driver behavior is measured by saturation headways which directly influence the value of the saturation flow rate. Therefore, this study conducted to measure the influence of the driver behavior on the saturation flow rate by calculating the actual field saturation flow rate at the signalized intersection, then comparing the calculated field saturation flow rate with the ideal saturation flow rate and determine any possible difference. The study results indicated that driver behavior has a significant influence on the saturation flow rate at signalized intersections, where non-aggressive (conservative) driver behavior will increase the saturation headway and as a result will reduce the saturation flow rate, while aggressive driver behavior will reduce the saturation headway and as a result will increase the saturation flow rate. Also, the results indicated that saturation flow rate is dependent on locality especially it is significantly influenced by driver behavior.

Analysis of signalized intersection performance using IHCM 1997 method and PTV Vistro software

Brigjend Slamet Riyadi road is the main city road serving the traffic of Surakarta City. It is located in the Central Business District so that many vehicles pass through this road. The relatively high traffic volume in Brigjend Slamet Riyadi affects the signalized intersections performance along this road. This study analyses the performance of signalized intersections along the Brigjend Slamet Riyadi road by using the IHCM 1997 method and PTV Vistro software. The IHCM 1997 method is a traffic modelling method based on empirical Indonesian traffic conditions. PTV Vistro is traffic modelling software based on empirical United States America traffic conditions. Analysis of the signalized intersections performance results using both approaches is compared with the field data. Calibration and validation of models is carried out to see the similarity of traffic performance results between models with field data. In general, the IHCM 1997 method produces vehicle queue length closer to field data than the PTV Vistro software. The IHCM 1997 method tends to produce lower degree of saturation, vehicle delay and level of service than the PTV Vistro software.

Motorcycle Red Box Evaluation at Signalized Intersections in Bogor: Traffic Flow, Occupancy Rate and Stop Line Violation

The number of motorcycle’s population until the end of 2016 was reach the peak around 98.2 million units and the sales was reach 5.93 million units. The accumulation of motorcycle disorderly movement at signalized intersection during waiting at the red light is a negative impact due to high motorcycle population. The red box is an alternative solution to increase signalized intersection performance. The aim of this paper is to evaluate the implementation of Red Box for motorcycle in relation to traffic flow, occupancy rate and traffic violations. The traffic flow analysis used the Indonesian road capacity manual while analysis of the occupancy rate and traffic violation method used the guidelines of Red Box monitoring. Analysis of the result showed that after implementation of the Red Box, traffic flow increased up to 15.64%. The occupancy rate to the capacity increased around 22.70% to 38.40%. Meanwhile, the Red Box occupancy by motorcycle was only around 33.33% to 68.33%. The number of stop line violations decreased up to 89.88%

Methodology for Control Delay Estimation Using New Algorithm for Critical Points Identification

AbstractControl delay, as a primary indicator of signalized intersection performance, is commonly estimated using analytical models due to difficulty of field measurements. This paper presents a ne...

Perubahan Pola Pergerakan pada Simpang Kalibanteng akibat Penerapan Manajemen Dua Arah pada Flyover

Kalibanteng Intersection is one of primary node in west part of Semarang City. It is a signalized intersection which shaped roundabout. It lies on the truck track from west to east of Java Island, which is crossed over by Flyover Yos Sudarso – Siliwangi and Flyover Sudirman – Siliwangi. Formerly, the flyover is designed for Siliwangi – Yos Sudarso vice versa. The flyover could decrease truck volume from east to west, on the contrary heavy vehicle movement is still overburden Kalibanteng Intersection capacity. On 2018, it is planned that Ahmad Yani Airport access road will be diverted. Thus, it is important to increase Kalibanteng Intersection performance, and accommodate the airport access divertion plan at a time. This research is aimed to identify the existing movement pattern at Kalibanteng Intersection, to evaluate the existing signalized intersection performance, to develop a simulation of two way management on Kalibanteng Flyover, to analyze the movement pattern due to the implementation of two way management on the flyover, and to analyze the signalized intersection due to this management. The results show that the highest movements in Kalibanteng Intersection are the movement from Siliwangi to Yos Sudarso (which is dominated by heavy vehicle) and from Siliwangi to Sudirman (which isi dominated by light vehicle and motorcycle), and will keep on increasing in the future. These movement greatly contribute on intersection performance. This shows that the utilization of the flyover for two-way movement can be considered with mode type limitation. Using two-way flyover, the performance of Kalibanteng signalized intersection will increase.

Assessing the Effects of Indirect Left Turn on a Signalized Intersection Performance: A Case Study for the Tehran Metropolitan Area

Many signalized intersections are characterized with frequent left-turn moves. Vehicles waiting for a protected left turn may form long queues, which will increase the intersection delay and negatively impact the network performance. Researchers and practitioners across various countries underline that access management leads to a smoother traffic flow. One way of access management at intersections is to eliminate the direct left-turn maneuver. This study aims to evaluate how the traffic conditions will be affected from replacing the direct left turn with the right-turn U-turn maneuver at intersections. In case of the right-turn U-turn maneuver, a vehicle turns right instead of making the left turn and travels either to the median opening or to the next intersection to make a U-turn. Two simulation models are built using the Synchro Studio and Aimsun simulation software packages based on the data, collected from one of the busiest intersections in Tehran (Iran), to quantify the effects of replacing the direct left turn with the right-turn U-turn maneuver on the intersection and network performance. Results of a comprehensive simulation analysis indicate that the proposed access management treatment not only significantly reduces the total vehicle queue length and the total delay at the considered intersection, but also decreases the total network delay and the total travel time. Furthermore, elimination of the direct left turn increases the number of vehicles entering the network.

Use of Maximum Vehicle Delay to Characterize Signalized Intersection Performance

The average delay is a commonly used measure for characterizing the performance of signalized intersections. Current methods for estimating the average delay rely on models that are based on traffic volumes and green times. In practice, the development of such real-time measurements of delay is challenging because of the difficulty of accurately measuring vehicle arrivals and departures. However, measuring the waiting time after the first vehicle's arrival during the red interval can be an important performance measure for low- and moderate-volume conditions. The maximum waiting time provides an upper bound, or maximum, on individual vehicle delay during a given cycle and facilitates comparisons between different types of operation. This paper demonstrates the effectiveness of this performance measure—maximum vehicle delay—with four case studies.

Feasibility Evaluation of Lane Grouping Methods for Signalized Intersection Performance Index Analysis in KHCM

The level of service (LOS) of the Highway Capacity Manual (KHCM) has been used as a basic criterion at decision making processes for signalized intersections in Korea. The KHCM provides five steps for the signalized intersection analysis. Among them, lane grouping, which is the third step, significantly influence the final LOS. The current method presented in the KHCM, however, classifies a shared lane as a de facto turning lane group, even though the turning traffic of the shared lane is few. Thus, this research was initiated to provide an alternative. To this end, three alternatives were suggested, including the method based on the lane grouping presented in the U.S. Highway Capacity Manual, the method using turning ratio of shared turning lane, and the method using a threshold traffic volume in lane grouping. The feasibilities of the three methods were evaluated using a calibrated CORSIM model. Conclusively, the method using a threshold traffic volume in lane grouping outperformed.

Measuring Signalized Intersection Performance in Real-Time With Traffic Sensors

Safety and quality of travel on arterial networks tie closely to the performance of signalized intersections. Measures commonly used for intersection performance evaluations are control delay, queue length, and cycle failure. However, these variables are not directly available from typical configurations of traffic sensors designed for intersection signal control. Collecting vehicle control delay data manually for intersection performance measurement has been a task too time-consuming and labor-intensive to be practical. Video image processors (VIPs) have been increasingly deployed for intersection signal control in recent years. This study aims to use the extra detection capabilities of VIPs for performance monitoring at signalized intersections. Most VIPs can support up to 24 virtual loops, but normally less than half of the virtual loops are used. By properly configuring the spare virtual loops and analyzing the loop measurements, intersection performance can be monitored in real time. In this research, we propose an approach for measuring queue length and vehicle control delay at signalized intersections based on traffic count data collected with traffic sensors. This algorithm has been implemented in a computerized system called In-PerforM. The In-PerforM system was evaluated by both field tests and simulation experiments. Although the VIPs’ counting errors do affect the accuracy of field test results, we still received encouraging results on queue lengths and control delay measurements in both the field tests and simulation experiments. This demonstrates that the In-PerforM system, and therefore the proposed algorithm, has the potential to be a cost-effective approach for performance measurement at signalized intersections.

KAJIAN Pergerakan kendaraan belok kiri langsung dan lurus langsung pada simpang bersinyal

Setting the left turn movement at the intersection of four or three signalized intersections, and the straight movements at three signalized intersections. In any where, there are not provide significant for signalized intersection performance. Changes related legislation does not necessarily contribute positively to the traffic operation. Determination of the application of left turn on red (LTOR) or straight on red (STOR) at an intersection must be preceded by a study, so that the positive affect or negative affect that happened can be known early. The background of this study was motivated the existing conditions arrangement, turn left movements (for intersection of four or three signalized intersections) and straight movements (for three signalized intersections) at some intersection in Malang Raya. In addition, this study was conducted in order to know the effect of setting the movement of vehicles turning left or straight at the intersection. The expected benefits of this study is, that every movement settings, turn left at the intersection of four or three signalized intersections, and also straight movements at three signalized intersections have to go through the review process. Conclusion, shows that the movement of vehicles turning left directly on the intersection of four or three signalized intersections, and the movement of vehicles at the intersection of three straight directly affect the performance of signalized intersections.Key words: signalized intersection, turn left movement, straight movement, the performance of a signalized intersection.