Proceedings of the 2nd International Conference on Environmental and Geological Science and Engineering

Main Influences in Modelling and Simulation of Urban Traffic Flows

JANOS TIMAR, DANIELA FLOREA, CORNELIU COFARU, DINU COVACIU Faculty of Mechanics Transilvania University of Brasov B-dul Eroilor nr.29, Brasov ROMANIA jamcsika_timar@unitbv.ro http://www.unitbv.ro
Abstract: - Traffic modelling and simulation is an increasingly used and effective tool for analyzing a wide variety of dynamical problems which are not suitable for study by other means. This research paper presents a real application for the urban area, more precisely in Brasov city, where there was noticed some problems in the urban traffic: congestions, conflict points. The data collected for one of the busiest arterial streets of the city has represented the input data for the modelling and simulation program Synchro plus Simtraffic 6. A new solution was proposed based on the analysis of the main influences of road geometry, signalisation and traffic conditions. Key-Words: - Traffic simulation, traffic modelling, urban mobility, road safety, traffic flows, adjustment factors.

1. Introduction
The researches performed in a very congested area of Brasov city, usually named the big roundabout, permitted to identify the real problems generated by the last solution for urban traffic management: traffic jams, many conflict points between vehicles and weaving of traffic flows. The map of area of interest is shown in Fig.1.

traffic volumes for a representative period in a day is presented in Fig.2.

Vehicle distribution per lane acces from Toamnei street
300 250 200 150 100 50 0 lanes 9:15-9:30 number of vehicule

9:00-9:15

9:30-9:45

9:45-10:00

Fig.2 Traffic volumes at Toamnei Street

Fig.1 The map of studied area

2. Data acquisition
After a general analysis of the area in order to identify the actual situation, many activities were organised to prepare, measure and analyse the traffic flows. Thus, arrival patterns, traffic volume distribution in the entrance of each signalised or unsignalised intersection were established. The variation of

2.1. Evaluation of the saturation flow rate Capacity analysis of the area can be made only after the identification of the saturation degree of each intersection. The ideal saturation flow rate, S for the group of lanes at the entry of a signalized intersection, expressed in unitary vehicle per hour (Vt/h), is influenced by the ideal saturation flow, S0, the number of lanes N, and a very important number of adjustment factors fi as in relation (1).

S = S0 N fi
i =1

11

(1)

Computation is based on the ideal saturation flow considered as 1900 Vt/h/lane. A realistic result of

ISSN: 1790-2769

213

ISBN: 978-960-474-119-9

Proceedings of the 2nd International Conference on Environmental and Geological Science and Engineering

1800 Vt/h/lane is if someone consider the gap between the following vehicles are 2 seconds. Adjustment factors The main influences of modelling contained by the adjustment factors, are presented in the following equations [3]. Lane width, W

f3 = 1

%G 200

(4)

f1 = 1 +

(W 3.5) 9

If intersection is located in an area where the road is tilted as a consequence this will generate to increase traffic flow by 3% (when the grade %G on lane group approach is -6%) and grade ranged from 0% to 10%, a decrease of 5%. The area studied is located on the ground horizontally so there is no influence. Parking

(2)

The value 3,5 represents the standard width of a lane. The variation of the lane width from the standard 3,5 m to 4,0 m produce a variation of the adjustment factors f1 in the 1,0 1,06 limits corresponding with the increase 5,6% of ideal saturation flow rate S, expressed in unitary vehicle Vt/h/lane (Table 1). Table 1
Lane width, m f1 S, Vt/h 4 3,9 3,8 3,7 3,6 3,5 1,06 1,04 1,03 1,02 1,01 1 1900 1880 1860 1840 1820 1800

f4 =

N 0.1 N

18 N m 3600

(5)

Locations of parking near signalized intersections affect negatively the flow of saturation, especially in the case of a single lane in the movement direction. The coefficient f4 varies in this case the value of 1.00 when there is no parking at the 0.7 to be carried out when the number of parking Nm is 40 parking manoeuvres per hour. In this case the reduction of traffic is 30%. Bus blockage

Reducing the lane width from 3,5 m to 2,5 m produce a variation of the adjustment factors f1 in the 1,0 0,89 and as consequence reducing the traffic volume to 11,1%, that means 1800 Vt/h/lane to 1800 Vt/h/lane (Table 2). Table 2
Lane 3,5 3,3 3,2 3,1 3 2,8 2,7 2,6 2,5 width, m f1 1 0,98 0,97 0,96 0,94 0,92 0,91 0,9 0,89 S, Vt/h 1800 1760 1740 1720 1700 1660 1640 1620 1600

f5 =

14.4 N B 3600 N

(6)

Where: NB number of buses stopping/h within 75 m upstream or downstream of the stop line, taking into account when the stopping buses block traffic flow in the considered lane group. Lane utilization

Heavy vehicles

100 f2 = 100 + % HV ( ET 1)

(3)

f 6 = v g /(v g1 N )

(7)

The percentage of heavy vehicles, %HV has an important influence in traffic flows. This value is between 0 30% and produce a variation of the adjustment factors f2 in the limits 0,77 1,00 and at the same time a decrease of the ideal saturation flow rate with 23% (table 3). The formula considers also the coefficient ET to transform the heavy vehicles in unitary equivalent (passenger cars). Table 3
Heavy traffic, % 0 4 8 10 20 30 f2 1 0,96 0,93 0,91 0,83 0,77 S, Vt/h 1800 1731 1667 1636 1500 1385

Where: Vg unadjusted demand flow rate for the lane group, expressed in vehicles per hour. Vg1 unadjusted demand flow rate on the single lane group with the highest volume. Left turns (LT) The consideration of this factor takes into account the two situations. For exclusive lane: f 7 = 0.95 , and for shared lane:

f7 =

1 , 1.0 + 0.05 PLT

(8)

where, PLT proportion of LTs in lane group. Grade

ISSN: 1790-2769

214

ISBN: 978-960-474-119-9

Proceedings of the 2nd International Conference on Environmental and Geological Science and Engineering

Right turns (RT) For exclusive lane: f 8 = 0.85 , for shared lane:

f 8 = 1 (0.15) PRT
and for single lane

(9)

(10) The main parameter is PRT, proportion of RTs in lane group. Pedestrian bicycle blockage LT adjustment Fig.3 Real scheme of the route

f 8 = 1 (0.135) PRT .

f 9 = 1.0 PlT (1 A pbT )(1 PLTA )

RT adjustment

(11) (12)

f 9 = 1.0 PRT (1 A pbT )(1 PRTA )

Where: PLT and PRT proportion of LTs and RTs in lane group, ApbT permitted phase adjustment, PLTA and PRTA proportion of LT, respectively RT protected green over total LT green Fig.4 Proposed scheme of the route

3. Proposal for new solution

The critical analyses of modelling and simulation results permitted to formulate a new proposal. With the proposed solution it modifies the sense of change and movement of traffic, which runs oneway only on a certain segment of the route, rest in two-way The traffic will be conducted by the proposed study in two directions so the volume of traffic is higher from the intersection M. Kogalniceanu - Bd November 15 - I. Maniu intersection to Bd November 15 Toamnei Street Zizinului Street Calea Bucureti. With the implementation of this solution, two factors have remained unresolved: the noise and possible points of conflict pedestrian vehicle and vehicle-vehicle.

The intersection named B-dul Hrmanului Toamnei Street B-dul M. Koglniceanu is an intersection with three branches and two accesses (Toamnei Street, and B-dul M. Koglniceanu). The proposed intersection scheme will have an actuated control type. This actuated control type would require installation of inductive loops and connecting them to a central unit. Another change is that the intersection will have 3 accesses and on Toamnei Street will come back in two-way traffic. Benefits of the actuated control type: 9Increase the capacity of movement 9 Reduce delays 9Allows synchronization of the signalized programs Access to the intersection will be done according to the request in this way advantaging the main traffic flows. In the study we had made one of the following problems had been identified in the intersection: 9 queues that form on the Toamnei Street

ISSN: 1790-2769

215

ISBN: 978-960-474-119-9

Proceedings of the 2nd International Conference on Environmental and Geological Science and Engineering

Fig.8 Speed of vehicles in real situation Fig.5 Queues in the simulation software Conflict points of vehicle-vehicle appeared in traffic flows between the two accesses of the intersection (Bdul Harmanului and Toamnei Street) as you can see in Fig.6.

Fig.9 Speed of vehicles in proposed situation

Fig.6 Vehicle-vehicle conflict at Toamnei Street

Fig.10 Fuel efficiency of vehicles in real situation

Fig.7 Vehicle-pedestrian conflict at Toamnei Street

3 Simulation
In the following are presented comparative graphs between the actual situation and the proposed one: speed of movement, fuel consumption, stops/vehicle and delays. Fig.11 Fuel efficiency in proposed situation

ISSN: 1790-2769

216

ISBN: 978-960-474-119-9

Proceedings of the 2nd International Conference on Environmental and Geological Science and Engineering

Fig.12 Stops of vehicles in real situation

Fig.15 Delays of vehicles in proposed situation Delays are caused by conflicts of the pedestrian with vehicles, arising in particular for vehicles that made a right turn onto B-dul Hrmanului from Toamnei Street.

4. Conclusions
Thus the proposed solution reflected the results from the actual situation regarding: time delays generated by the vehicle stops, fuel consumption efficiency, the formation of queues, reducing the conflict points. Even a doubling of existing traffic volumes, has not created large queues. References:
[1] Florea D., Aplicaii telematice n sistemele avansate de transport rutier, Editura Universitii Transilvania din Braov, ISBN 973-635-258-7, 2004 [2] Florea D., Cofaru C., Soica A., Managementul traficului rutier, Ediia a II-a, Editura Universitii Transilvania din Braov, ISBN 973-9474-55-1, 2004 [3] Transportation Research Board (TRB), Highway Capacity Manual 2000, Washington, DC , National Research Council , 2000 [4] Federal Highway Administration, Signalized intersections: Informational Guide, U.S. Department of Transportation, 2004 [5] Trafficware Ltd., Synchro 6, http://www.trafficware.com [6] Trafficware Ltd., SimTraffic 6, http://www.trafficware.com

Fig.13 Stops of vehicles in proposed situation Stops occur in areas where traffic flows are intersecting and traffic volumes are high. The crossing of traffic flow generally occurs at the exit or entry into intersection, when most drivers try to get on a lane on which to continue their movement towards the next intersection. Some vehicles will be forced to stop in order to fit in lane that they wish to continue their movement.

Fig.14 Delays of vehicles in real situation

ISSN: 1790-2769

217

ISBN: 978-960-474-119-9