VEHICLE DELAY STUDY
Transcription
VEHICLE DELAY STUDY
VEHICLE DELAY STUDY 1032交通調查分析 http://ocw.knu.edu.tw/km/1145 Delay definition Practically all traffic analysis tools produce a performance measure called “delay”, but tools vary widely in the definition and computation of delay. A measure most directly related to Driver’s experience. Delay is generally defined as the excess time spent on a road segment compared with the time at a target speed that represents a zero-delay condition. The target speed is the speed at which a specific driver prefers to drive. Factors that affect intersection delay(1/3) Roadway conditions Number of approach lanes Lane width Grades Intersection control type Channelization Roadside parking Bus stops Factors that affect intersection delay (2/3) Traffic conditions Peak-hour operations of traffic Turning movements Traffic composition Approaching speed Pedestrian bicycle Factors that affect intersection delay (3/3) Intersection control conditions Intersection type Traffic signal control Signal cycle length Phase split STOP or YIELD control Protected or permitted left/right turns Representation of Delay by Vehicle Trajectories Segment Delay Distance Control Delay T0 Stop Line Queue Delay T2 T1 Time Target Speed Stopped Delay Acceleration Deceleration Running Speed HCM 2010, Exhibit 7-8 Definition of delay terms Time-in-queue Delay Time-in-queue Delay: Total time from joining a queue to passing the stop line Control delay Control delay is the additional travel time caused by operation of a traffic control device. This delay definition is the one used by the procedure of the United States Highway Capacity Manual (US HCM) for assessing Level of Service (LOS) at controlled intersections and roundabouts. Segment delay Segment delay is more commonly used by simulation tools. It reflects the delay experienced by each vehicle since it left the upstream node (usually another signal). Segment delay includes control delay plus all other delay due to traffic interactions. Stopped delay Stopped delay reflects the amount of time a vehicle was actually stopped. Since a vehicle is considered to be stopped if it is traveling at less than a threshold speed. The beginning and end of a stop are generally based on speed thresholds, which may differ among tools. In some cases, the threshold speeds are user definable. Earlier version of the US HCM defined stopped delay as 76% of the control delay, on the basis of empirical data. Queue delay Queue delay reflects the amount of time a vehicle spends in a queued state. A vehicle is considered as having joined the queue when it approaches within one car length of a stopped vehicle and is itself about to stop. This definition is used because of the difficulty of keeping precise track of the moment when a vehicle comes to a stop. Aggregated delay verse unit delay It is important to note the difference between aggregated delay, usually expressed in vehicle hours, and unit delay, usually expressed in seconds per vehicle. For these two definitions to be dimensionally consistent, the unit delays must actually be expressed in vehicle seconds per vehicle. It is common practice, however, to shorten the definition to seconds per vehicle to promote public understanding. Aggregated delay verse unit delay Aggregated delay is generally used to assess the operating costs associated with a candidate treatment, because an economic value can be assigned to a vehicle hour of delay. Unit delays are associated with driver perception of the LOS on a facility. Introduction of this section Much has been written, using Highway Capacity Manual methodology, regarding the computation of capacity and levels of service at intersections. But often overlooked is the fact that field observations are the basis for the computations. The amount of delay encountered by the typical vehicle using an intersection approach determines the Level of Service for that approach. Direct measurement of this delay provides a quick, reliable method for determining the effectiveness of an intersection. Introduction of this section(cont.) This section focuses on field and office procedures that allow the user to measure the average vehicle delay per approach and thereby assess the performance of an operating signal. This procedures illustrate how the stopped delay can be measured to approximate the control delay now used by US HCM to determine Level of Service. Field assessment of average delay per vehicle, and the translation of that observation into HCM-designated levels of service, is a powerful tool for many traffic engineering applications. Measurement of intersection stopping delay Invented by The university of California at Berkeley in 1954. Simple No special equipment is required Have being widely used since then Equipment No special equipment is needed to complete the procedure. Proper note-taking materials, including field data forms, and a stopwatch or wristwatch with a second hand are all that are required. Other items that can be helpful are a laptop computer or calculator programmed to aid in data entry and a video camera. If properly placed, the video camera will allow data to be collected simultaneously on multiple approaches and for multiple movements on a single approach. Data Collection Visit the site to determine the best observation points and time for observations Collect and record the data Check your work before leaving the field Visit the site to determine the best observation points and time for observations As in all data-gathering efforts, the observer should ascertain the best time of day to collect the data. Usually, a delay study is associated with the peak hour for the intersection, for a particular approach to an intersection, or for a nearby major traffic generator. Determine which lanes or lane groups should be measured Before collecting the data, the analyst must decide which lanes or lane groups should be measured. The HCM recognizes lane groups as the group of lanes on an approach from which drivers can complete the same move during the same signal phase. Concept of lane groups For example, a two-lane approach to an intersection that has a dedicated left-turn lane and a combined through and right-turn lane would have the delay determined separately for each lane. However, a two lane approach composed of a combined left-turn and through lane and a combined right-turn and through lane – all controlled by a single phase – is considered to be a lane group and would warrant a single delay determination for the entire lane group. Data Collection The procedure for collection of the data is quite straightforward. Using a fifteen-second interval, the number of vehicles stopped on the lane group is recorded. Vehicles and motorcycles are recorded separately. Data recording for this purpose assumes that each of the stopped vehicles has been stopped or delayed for fifteen seconds. Some vehicles will be counted more than once if they are stopped for more than on interval. That is acceptable. Data Collection Simultaneously, using a one-minute recording interval, the number of vehicles using the lane group on the approach – and whether they must stop or not – is also recorded. Assuming that all vehicles which stop is approximately fifty percent, the procedure should continue until a minimum of 350 vehicles are observed entering the intersection via this lane group. Minimum sample sizes Allowable Errors d Significance of Confidence 90% 95% 99% 5% 1,084 1,536 2,652 10% 271 384 663 Source: 交通調查與分析(第二版),王建軍、嚴寶杰編著,人民交通出版社,2001年 Data Collection It may be helpful to have four observers per lane or lane group, with One timing and alarming the fifteen-second marks One collecting and recording the number of stopped vehicle at each of the fifteen-second marks One collecting the total number of vehicles entering the intersection – in one-minute recording interval One collecting the number of vehicle entering the intersection without stopping – in one-minute recording interval Check our work before leaving the field The columns should be quickly summed and the average delay computed before leaving the field. These computations will be checked later during the analysis phase but are computed here in order to check that the collected data is reasonable. It should be noted that since one vehicle may stop for more than one observation periods, e.g. 15 seconds, and should be counted as a stopped vehicle in the consecutive 15-second intervals. But that vehicle was only counted once while recording the approach volume of vehicle stopped. Thus, it is a good checking point that for each recording time period, one minute in this case, the approach volume of vehicle stopped should be less than or equal to the total number of vehicle stopped. Data analysis Summarize field data Calculate total and average control delay Compare calculated delay to Highway Capacity Manual level of service limits Summarize and draw conclusions Summarize field data To summarize the data, add each of the columns as was done on the example data collection form. This should be done as a preliminary in the field, if possible, so that any anomalies can be revealed. Be aware that the summation of vehicle delays and the total volume may not coincide, since they are two entirely different data items. The delay data may reflect vehicles that were delayed more than one interval, thus counted more than once, whereas the volume numbers reflect each vehicle counted once and only once. Calculate the total delay The total delay observed is calculated. This value is simply the number of delay intervals multiplied by fifteen seconds. For the example, this is 154x15=2310 vehicle-seconds of delay. One vehicle-second of delay is one vehicle delayed for one second. Calculate the average delay per stopped vehicle The total delay divided by the total number of vehicles delayed equals the average delay per stopped vehicle. For the example data this is 2310/119=19.4 seconds per stopped vehicle. This value indicates how long a vehicle is delayed if it is required to stop on the approach. It is not used to determine the Level of Service for the approach. Calculate the average delay per vehicle entering the intersection The average delay per vehicle is computed by dividing the total delay by the total volume. The US HCM procedure multiplies this value by 0.9 to compensate for sampling error. A correction factor is added to account for the effect of the average number of vehicles proceeded per cycle. And, adjustments are made for acceleration and deceleration time. Calculate the approximation of control delay A very close approximation of the values obtained by the US HCM procedure is calculated by dividing the total stopped delay by the total volume and multiplying the result by 1.3. For the example data, this is (2310/295)(1.3)=10.2 seconds per vehicle. This value is a close approximation of control delay and can be used to identify the Level of Service encountered by the traffic. Calculate the percentage of total volume delayed The percentage of total volume delayed is computed to provide insight into what portion of the traffic is forced to stop at the intersection. For the example data, this is 119/295=0.403 or 40.3%. Compare calculated delays to Level of Service limits According to the US HCM, the Level of Service is determined by the average control delay per vehicle, using the US HCM limits for each Level of Service. US HCM Levels of Service Level of Service Control delay per vehicle, sec A ≤ 10.0 B 10.1 to 20.0 C 20.1 to 35.0 D 35.1 to 55.0 E 55.1 to 80.0 F > 80.0 Source: United States Highway Capacity Manual Summarize the results If all of the intersection’s lane groups have been studied, then the results should be presented graphically to facilitate an understanding of their interaction. This type of presentation will immediately identify those portions of the intersection that are suffering, and it will allow the traffic engineer to determine if the signal is performing as intended. If desired, a weighted average of the average delay per vehicle can be computed to identify an overall Level of Service for the intersection. Draw conclusions Several questions should be addressed with this findings. How does this intersection’s performance compare to rest of the system’s performance? Can things improve at this location? Should there be an ongoing delay study of this location as part of a “preventive maintenance” program? The question of capacity of the intersection is omitted from the previous list of questions. Capacity can be determined by measuring saturation flow rates, as explained elsewhere in this class.