Traffic Control of Road Closure on Saturated Two Way Two Lane Roads

Endang Widjajanti Civil Engineering Department Faculty of Engineering and Planning National Science & Technology Institute (ISTN) Jakarta, Indonesia Email: wiwin@centrin.net.id

CONTENT
Background Signalized Traffic Control Switch Over Point Approach Evaluation of Switch Over Point Approach Traffic Control Implementation on RCA Conclusions

BACKGROUND
Road activity which requires the closure of one of the two ways two lane roads need a special effort to maximize the capacity of bottleneck areas, especially on over saturation traffic condition. this study developed a two steps of green time planning method which is introducing a ratio between cumulative departure and cumulative arrival (R) on its signalized traffic control strategy.

OBJECTIVE
to evaluate the application of a ratio of vehicles cumulative departure to cumulative arrival (R) value as a switch over point parameter on oversaturated two way two lane road closure areas (RCA) as a signalized traffic control strategy with the speed on RCA is 20 km/h
Approach 1 Portable Traffic Signal 1 Temporary Work Zone

Portable Traffic Signal 2

Approach 2

Length, L

Approach 1 Platoon goes on green

clearance time period Y

buffer time

Red Time R

R Red Time

R clearance time period

buffer time

Approach 2 Platoon goes on green

Maximum waiting time: + 240 seconds (Daniels G, 2000). Maximum waiting time for each direction:

2Y 2 R 2 B G nax
Y R B G m ax
= = = = yellow clearance time (applies to both directions), seconds red clearance time (applies to both directions), seconds buffer time (applies to both directions), seconds maximum green time in the opposing direction, seconds

SIGNALIZED TRAFFIC CONTROL ON OVERSATURATED TRAFFIC FLOW

The cumulative service function of the two movements at time t
G G1 G2 ( 1 2 ).t
G G1,2

1 ,2 .

= = =

Total cumulative service function, pcu Total cumulative service function of movement 1 and 2, respectively, pcu Service rate (throughput) of movement 1 and 2 respectively, pcu/hour

Q is the cumulative demand function of both movement, which in this research assumed as a polynomial function
Q Q1 Q2 ( a1 a2 ).t 2 ( b1 b2 ).t
Q

Q1, 2

a1, 2 , b1, 2

= = =

Total cumulative service function, pcu Total cumulative demand function of movement 1 and 2, respectively, pcu Constants of the polynomial functions

Beginning of oversaturated period happened at the time of T=0 and oversaturated period end at the time of T=n.c. ( n=total number of cycle time and c= cycle time)
At T =n.c, Q G
number of vehicles (pcu)

( a1 a2 ).t 2 ( b1 b2 ).t ( 1 2 )t t=n.c, then

(a1 a 2 ).( n.c) 2 (b1 b2 ).( n.c) ( 1 2 ).( n.c)

g 2 s2 g 1 s1 1 , 2 c c
1
( c g 2 ).s1 c

and g1 g 2 c

T=0=beginning of oversaturation period

time (second)

Arrival Curve

Service Curve

(a1 a2 ).(n.c)2 (b1 b2 ).(n.c)

(a1 a2 ).n.c (b1 b2 )

(c g 2 ) s1 g 2 s2 c

(c g 2 ) s1 g 2 s2 .(n.c) c

g1,2

s1 ,2 .

= =

Green time of movement 1 and 2, respectively, second Saturation flow of movement 1 and 2 respectively, pcu/hour

SWITCH OVER POINT APPROACH

at T=X, the all queue at movement 1 has been discharged, but at the movement 2 the queues still exist. The two step green time method which applies switching of green time at certain point has been developed to overcome the problem. This switching point is termed as a switch over point
queue length (pcu)

0,0

X tim e (seconds)
appro ach 1 appro ach 2

0,0

queue length (pcu)

switch over point

time (seconds)
approach 1 approach 2

Performance parameter calculated at any cycle time (iteration)

1. Vehicle discharge on the ith of green and jth iteration ( VDi ; j )
VDi ; j =
sm XGi ( m ) m 1,2 3600 = Vehicle discharge on the ith of green and jth iteration j , pcu VD i ; j

s m m 1,2
Gi ( m )

= =

Saturation flow of approach 1,2 pcu/hour Green time of approach m on the i th green time , i 1,2 (1 for before switching and 2 for after switching)

2. Queue length on the ith of green time and jth iteration ( Q i ; j )

Q i ; j = CAi;j CAi;j-1 + Qi;j-1 VDi;j

Qi ; j

CAi ; j
CD i ; j

= = =

queue length on the ith of green time and jth iteration, pcu cumulative vehicle arrivals on the ith of green time and jth iteration, pcu cumulative vehicle discharge on the ith of green time and jth iteration, pcu

3.

Ratio of cumulative vehicle discharge to cumulative vehicle arrivals on the ith of green time and jth iteration ( Ri , j ( m ) )

CAi ; j Switch over point will be done if the value of Ri , j ( m ) at one of the two approaches has already achieved the determined value of Ri , j ( m ) . the value of R is in the range of zero to one
(0< Ri , j ( m ) <1)

Ri , j ( m ) =

CDi ; j

SIMULATION SCENARIO
Ri , j ( m ) 0,1; 0,4; 0,5; 0,65; 0,75; 0,85; 0,9; 0,95; 0,97
INPUT DATA
Cumulative time period (second) Cumulative Cumulative Saturation Saturation vehicle Arrival flow Degree of vehicle Arrival flow Degree of flow flow arrival (pcu/hour) Saturation arrival (pcu/hour) Saturation (pcu/hour) (pcu/hour) (pcu) (pcu) Approach 1 Approach 2 121 1452 1400 1.04 86 1032 1000 1.03 205 1008 1400 0.72 147 732 1000 0.73 268 756 1400 0.54 192 540 1000 0.54 318 600 1400 0.43 227 420 1000 0.42 359 492 1400 0.35 257 360 1000 0.36 396 444 1400 0.32 283 312 1000 0.31 430 408 1400 0.29 307 288 1000 0.29 462 384 1400 0.27 330 276 1000 0.28 492 360 1400 0.26 352 264 1000 0.26 523 372 1400 0.27 373 252 1000 0.25 552 348 1400 0.25 394 252 1000 0.25 582 360 1400 0.26 415 252 1000 0.25 611 348 1400 0.25 436 252 1000 0.25 640 348 1400 0.25 457 252 1000 0.25

300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 3900 4200

PERFORMANCE INDICATOR & R VALUE

green time determination has a significant difference if be chosen based on the minimum total delay value. The minimum total delay was happened on the value of R > 0.95
Total Delay
270,000

Total Average Throughput

1,203

Total Average Throughput (pcu/hr)

260,000

Total De;ay (second)

250,000 240,000 230,000 220,000 210,000 200,000 190,000 0 0.2 0.4 0.6 0.8

264,533 260,900 259,000 252,400 242,083 233,825 232,600 233,825 233,825 232,600 232,600

1,202 1,202 1,201 1,201 1,200 1,200 1,199 1,199 1,198

1,202 1,202 1,201 1,201 1,200 1,201 1,201 1,200 1,200 1,201 1,200 1,200 1,199 1,199 1,198 1,198 1,198

228,267 222,400 214,183 211,133 208,092 208,092

1.2

1,198 0 0.2 0.4 0.6 R 0.8 1 1.2

R
based on minimum total delay based on maximum total average throughput

based on minimum total delay

based on maximum average throughput

EVALUATION
Green time determination has a significant difference if be chosen based on the minimum total delay value. The minimum total delay was happened on the value of R > 0.95. The ratio of vehicles cumulative discharge to cumulative arrival (R) value as a switch over point parameter could be applied on a two phase oversaturated signalized traffic control strategy. The research method, which was applied a ratio of vehicles cumulative discharge to cumulative arrival (R) value of 0.95, has improved the performance of the previous methods, i.e. the Discrete Minimal Delay Model and the Maximum Throughput Model. The research method could be applied to oversaturated two way two lane road closure areas signalized traffic control strategy by inputting the length of road closure area and the average journey speed in the road closure area.

PERFORMANCE RESULTS

Performance Indicator

Discrete Minimal Delay Model

Maximum Throughput Model

Research, R=0,95 2400.00 1198 1391 208,092 5.88% 1.16% 13.57% 12.80%

Over saturation period (second) 2550.00 2434.80 throughput (pcu/hour) 1181 1195 Number of vehicles in the queue (pcu) 1609 1566 total delay (second) 238,625 233,035 Comparison to Discrete Minimal Delay Model Over saturation period (second) 4.52% throughput (pcu/hour) 1.16% Number of vehicles in the queue (pcu) 2.69% total delay (second) 2.34%

TRAFFIC CONTROL IMPLEMENTATION

Traffic signal control of the RCA on two way two lane roads is identical with traffic signal control on two phase isolated intersection. Oversaturated traffic flow condition is indicated based on the value of total Degree of Saturation (DS). The speed on the RCA is the average space mean speed, which means the average time needed by vehicle to pass by the length of the RCA. The length of the RCA is the total length between the stop lines of each approach

SIMULATION ON RCA
Variation of vehicle arrival is represented by total Degree of Saturation and the Degree of Saturation (DS) of each approach. The observation time of the vehicles arrival is 1 hour (3600 seconds) and the over saturation period is assumed happen on the first 300 seconds. The vehicles arrival after the first 300 seconds is assumed as unsaturated flow, with the value of total Degree of Saturation is 0.71. The variation of DS on the first 300 seconds are as follows: 1 < DS < 1.5 (representes by DS=1.44) 1.5 < DS < 2 (representes by DS=1.86) 2 < DS < 2.5 (representes by DS=2.26) DS > 2.5 (representes by DS=2.76)

SIMULATION ON RCA
The simulation applies at various length of RCA, speed at RCA and cycle time as follows: Length of RCA : 10, 15, 25, 50, 75, 100, 125, 150, 175, 200 meter Speed at RCA: 20 km/tour Cycle time: 120, 150, 180, 210, 240 seconds Vehicles Detection Period : 120, 180, 240, 300 seconds

OPTIMUM DETECTION PERIOD

minimum total delay is achieved when the detection period is more than 240 seconds. When DS < 2 the minimum total delay is 300 seconds, but at DS>2 the minimum total delay of 240 seconds and 300 seconds vehicles detection period has the same value of minimum total delay.

Total Delay on Various Detection Periods Comparing to Detection Period of 240 seconds
Total Delay (seconds) DS Lw detection period (seconds) meter 10 25 1<DS<1.5 50 75 100 125 10 25 1.5<DS<2 50 75 100 10 2<DS<2.5 25 50 75 10 2.5<DS<3 25 50 120 47,675 52,200 61,740 76,225 99,667 144,802 111,468 120,353 145,382 180,750 239,326 197,899 215,633 257,734 323,688 341,670 373,560 449,914 180 35,835 40,360 49,900 64,385 87,827 132,962 95,788 104,673 129,702 165,070 223,646 179,019 196,753 238,854 304,808 318,310 350,200 426,554 240 27,995 32,520 42,060 56,545 79,795 125,122 85,548 94,433 119,462 154,830 213,406 167,179 184,913 227,014 292,968 304,230 336,120 412,474 300 27,803 32,328 41,868 56,353 79,795 124,930 85,836 94,721 119,750 155,118 213,694 167,179 184,913 227,014 292,968 304,230 336,120 412,474 oversaturated average period throughput seconds 960 960 1,200 1,440 1,920 2,880 1,440 1,680 1,920 2,400 3,120 1,920 2,160 2,640 3,120 2,640 2,880 3,360 pcu/hr 1626 1591 1,527 1,464 1,400 1,336 1,626 1,591 1,527 1,464 1,400 1,626 1,591 1,527 1,464 1,626 1,591 1,527 % comparing to detection period of 240 seconds detection period (seconds) 120 70% 61% 47% 35% 25% 16% 30% 27% 22% 17% 12% 18% 17% 14% 10% 12% 11% 9% 180 28% 24% 19% 14% 10% 6% 12% 11% 9% 7% 5% 7% 6% 5% 4% 5% 4% 3% 240 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 300 -1% -1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%

OPTIMUM CYCLE TIME

Cycle time of 240 seconds resulting the smallest total delay at most of variations, except on the following scenarios, which the smallest total delay occurred on cycle time of 210 seconds: Length of RCA 10 meter and 25 meter on 1<DS<1.5 Length of RCA 25 meter on 1<DS<1.5 and 2<DS<2.5. Cycle time of 240 seconds resulting the largest total average throughput at all variations. Cycle time of 240 seconds resulting the smallest oversaturated period at all variations. Based on the simulation results mentioned above, the cycle time of 240 second is chosen as the optimal cycle time

Total Delay, Total Average Throughput and Oversaturated Period on Various Cycle Time Comparing to Cycle Time of 120 Seconds
Length of Cycle time RCA meter second 120 150 180 210 240 10 120 150 180 210 240 120 150 180 210 240 25 120 150 180 210 240 100% 81% 71% 65% 64% 100% 103% 105% 106% 107% 100% 86% 76% 72% 75% 51,06 41,19 36,176 33,283 32,52 100% 102% 103% 104% 105% 1484.88 1527.30 1555.58 1575.79 1590.94 75 120 150 180 210 240 100% 62% 48% 41% 100% 105% 108% 111% second 37,436 32,27 28,539 27,096 27,995 T otal Delay throughput pcu/hour 1555.58 1583.87 1602.72 1616.19 1626.29 50 120 150 180 210 240 120 150 180 210 240 100% 64% 50% 43% 40% 139,031 85,648 66,056 56,545 100% 105% 108% 111% 113% 1323.66 1385.88 1430.33 1463.66 125 120 150 180 210 240 100% 100% RCA meter second 120 150 180 210 240 second 106,24 67,584 53,249 45,841 42,06 average Length of Cycle time T otal Delay throughput pcu/hour 1357.60 1425.48 1470.73 1503.06 1527.30 100 120 150 180 210 240 120 150 180 210 240 100% 76% 125,122 100% 103% 1336.39 RCA meter second 120 150 180 210 240 second 105,605 79,795 average Length of Cycle time T otal Delay throughput pcu/hour 1357.60 1400.03 average

Prediction Of Delay, Throughput And Oversaturation Period the length of RCA (Lw) that could be accommodated by a signalized traffic control on two way two lane RCA at oversaturated period is limited and depend on the value of the total Degree of Saturation (DS) of the two approach. The approaching model of total delay and length of RCA relationship is an exponentials equation, while for the total average throughput and length of RCA relationship is a linier equation.

Equation of Total Delay and Average Throughput Prediction

equation DS
1<DS<1.5 1.5<DS<2 2<DS<2.5 2.5<DS<3

total delay second y 23286 e 0.0128 x

y 74325 e 0.0102 x
y 150682 e 0.0068 x

throughput pcu/hour
y 2.523x 1653 y 2.523x 1653
y 2.511x 1653
y 2.482x 1652

Lw can be accommodated meter

Lw<125 Lw<100 Lw<75 Lw<50

y 280113 e 0.0077 x

Oversaturated Period Based on the Length of RCA, DS and Sw on Observation Period 240 Seconds and Cycle Time 240 Seconds

Length of RCA meter 10 25 50 75 100 125

over saturation period (seconds) 1<DS<1.5 960 960 1200 1440 1920 2880 1.5<DS<2 1440 1680 1920 2400 3120 2<DS<2.5 1920 2160 2640 3120 2.5<DS<3 1920 2160 2640 3120 -

CONCLUSIONS
A signal-control strategy for road closure area on two way two lanes roads which is treated as an isolated intersection during severe over saturation was developed using ratio of vehicles cumulative departure to cumulative arrival (R) value as a switch over point parameter could be applied on a two phase oversaturated signalized traffic control strategy. With the same arrival and saturation flow data, the switching method introduced in this study has a better performance results comparing with the Discrete Minimal Delay Model and the Maximum Throughput Model. The application of a ratio of vehicles cumulative departure to cumulative arrival (R) value of 0.95, has improved the performance comparing with the two previous methods.

CONCLUSIONS
The switching method could be applied to signalized traffic control strategy on oversaturated two way two lane road closure areas by inputting the length of road closure area and the average journey speed in the road closure area. The results of simulation to the various lengths of road closure area and the average journey speed in the road closure area are that minimum total delay is achieved when the detection period is more than 240 seconds and the optimal cycle time is 240 seconds

CONCLUSIONS
The length of Road Closure Area (Lw) could be accommodated by a signalized traffic control on two way two lane RCA at oversaturated period is limited and depend on the value of the total Degree of Saturation (DS) of the two approach.

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