when signal coordination should break according to traffic demand: a case study sparks blvd
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When Signal Coordination Should Break According to Traffic Demand: A Case Study Sparks Blvd. Rasool Andalibian Zong Tian , PhD, P.E., University of Nevada, Reno June 2012. Outline. Background and Problem Statement Signal Coordination: Common Practice - PowerPoint PPT PresentationTRANSCRIPT
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
When Signal Coordination Should Break According to Traffic Demand: A Case Study
Sparks Blvd
Rasool Andalibian
Zong Tian, PhD, P.E.,
University of Nevada, Reno
June 2012
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Outline
Background and Problem Statement
Signal Coordination: Common Practice
Stop Probabilistic Model (non-coordinated arterials)
Simulation Evaluation Summary and Conclusions
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Problem Statement
Major signalized arterials are generally coordinated
during peak periods.
They run free (actuated) during non-peak periods.
Traffic demand level is a key element to consider.
At what demand level signal coordination is warranted?
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Signal Coordination Strategy
Signal Timing Manual: Establishing coordination is justifiable
when the intersections are in close proximity of each other and
there is a large amount of traffic on coordinated street.
MUTCD: Traffic signal within 0.5 mile of each other along a
corridor should be coordinated.
FHWA: When intersections are close together (i.e., within ¾ mile
of each other) it is advantageous to coordinate them. At greater
distances (over ¾ mile), the traffic volumes and potential for
platoons should be reviewed for coordination operation.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Research Objectives
Develop a probabilistic model that predicts the number of
stops for non-coordinated signalized arterials.
Develop # stop thresholds using the model that can
guide engineers to decide when signals should be
coordinated or not.
Determining whens signal progression should break for
Sparks Blvd pertaining to traffic demand.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Model Assumptions
Probability of stop at an intersection is independent from
the other intersections.
Probability of stop is a function of the red time to cycle
length ratio, r/c.
Vehicle arrivals are random.
Traffic is under-saturated.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Probabilistic Model: Basic Equations
i
)a(g i )a(r i
1)()(
)()()(
)(/)()(
)(/)()(
aPaP
aragaC
aCaraP
aCagaP
i
r
i
g
ii
ii
r
ii
g
i = direction of travela = intersection index
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Probability of hitting green in direction i at each intersection is the same:
The probability of making x number of stops out of n intersections follows a Binomial distribution:
The expected number of stops:
Homogenous Probability Model
ig
ig
ig
ig P)n(P)....(P)(P 21
xnig
xig
ix )P()P(
x
nSPF
1
)1(.0
i
g
i
x
n
x
i PnSPFxEX
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Probability of hitting green at each intersection is NOT the same:
The probability of making x number of stops out of n intersections:
The expected number of stops:
Non-homogenous Probability Model
i
g
i
g
i
g
i
g PnPPP )()....2()1(
n
a
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i aPnSPFxEX10
)(.
n
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jjj
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gx
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xx xx
jPjPjPjPSPF1 1 1
11,...,,11 21 11
)(...)(.)(.)((...
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Non-homogenous case could be simplified to homogenous case using average g/c ratio:
Proof:
Simplified Non-homogenous
))((1
(*))(....)2()1(1
aPn
PnPPPn
a
i
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(*))1()))(1
1()(.110
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naPnSPFxEX
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Model Validation: A Case Study
Sparks Blvd, Sparks, Nevada.
4.5 mile length.
9 intersections.
Speed limit 40 mph.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Demand Scenarios
Various demand scenarios were generated using midday
traffic demand as the base.
Using HCM methodology to calculate v/c ratios.
Signals are set in free mode.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Demand Scenario Cont.
Demand Variation%(from midday)
+20 0.63 0.54 0.59
00 (midday) 0.53 0.46 0.51
-20 0.41 0.36 0.39
-40 0.29 0.25 0.27
-60 0.19 0.16 0.18
-70 0.14 0.11 0.13
-80 0.09 0.07 0.08
-90 0.04 0.04 0.04
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Timing Plan
Fully Actuated Mode
• Min Recall on Sparks Blvd (Main Street)
• Signal Timing Parameters: Current Parameters that have been
Implemented in the field
Coordinated Plan, Based on Mid-Day Peak Hours
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Proposed Model vs. VISSIM Simulation(Q-Q Plot)
Using g/c ratio from HCM Using g/c ratio from Synchro
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Proposed Model vs. VISSIM Simulation
Using g/c ratio from HCM Using g/c ratio from Synchro
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
No. Stops Correlation Matrix
VISSIMProbability Model
(g/c)HCM
Probability Model
(g/c)Synchro
VISSIM - 0.96 0.97
Probability Model
(g/c)HCM
0.96 - 1.00
Probability Model
(g/c)Synchro
0.97 1.00 -
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Signal Coordination Guideline
When number of stops is more than 50% in free mode, signals should be coordinated. In this case, two consecutive stops is guaranteed.
When number of stops is less than 20% in free mode, it means that the performance of the system is acceptable and no coordination.
When number of stops falls between 20% and 50%, engineering judgment should be applied to determine whether to run signals in coordination or not.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
No. Stops: Coordinated vs. Free Mode
NB Direction SB Direction
0.510.100.510.09
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Summary and Findings
Lack of consistency in traffic demand level to determine when
signalized arterials should be coordinated.
This study is to develop a probabilistic model that predicts
#stops for non-coordinated signalized arterials and develop a
guideline recommending when signals should be coordinated.
Number of stops is a function of g/c ratio which embeds v/c
ratio indirectly. The higher the g/c the lower the chance of
making stops.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Summary and Findings Cont.
The result of simulation model (comparing coordination and non-coordination plan) approves the recommended guideline for signal timing strategy.
Sparks Blvd:
• When v/c is greater than 0.5 signals should be coordinated.
• When v/c is less than 0.10 signals should be ran free.
• When v/c falls between 0.10 and 0.50 engineering judgment
should be apply for signal timing strategy.
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
THANK YOU
22
QUESTION
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Numerical Example
A hypothetical arterial of five intersections with the following g/C ratios.
Intx # NB SB
1 0.80 0.65
2 0.80 0.65
3 0.80 0.65
4 0.80 0.65
5 0.80 065
AVE 0.80 0.65
Homogenous Case
Intx # NB SB
1 0.68 0.70
2 0.75 0.60
3 0.82 0.56
4 0.92 0.63
5 0.83 0.78
AVE 0.80 0.65
Non-Homogenous Case
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Comparison
Homogenous Non-Homogenous
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Travel Time: Coordinated vs. Free Mode
NB Direction SB Direction
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Travel Time: Aggregated Model
Travel time difference:
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Side Street Delay: Aggregated Model
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Signal Coordination Guideline
% Stops(Free Mode)
Coordination
≤20 ≥5020≤…≤50
YESNOEng.
Judgment
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Travel Time vs. Side Street Delay
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Signal Timing Strategy according to the Developed Guideline
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Proposed Model vs. VISSIM Simulation
Using g/c ratio from HCM Using g/c ratio from Synchro
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
COORDINATION VS.
NON_COORDINATION
Simulation Results
32
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C.A.T.E.RCenter for Advanced Transportation Education and Research ITE Santa Barbara 2012
Sparks Blvd: Coordination Plan
A coordinated plan for midday traffic condition.
The plan mainly favorites southbound direction.
The model ran 10 times for each scenario.
MOES: arterial travel time, side street delay & #stops.