Bus priority at signalized intersections with single-lane approaches: A novel pre-signal strategy
Bus priority at signalized intersections with single-lane approaches: A novel pre-signal strategy
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DOI：
10.1016/j.trc.2015.12.005
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发表时间：
2016-02
影响因子：
8.3
通讯作者：
S. I. Guler;V. Gayah;M. Menéndez
中科院分区：
文献类型：
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作者：
S. I. Guler;V. Gayah;M. Menéndez
在城市环境中，信号交叉口通常是公交车延误的主要原因。缓解这一问题的一个策略是将现有的汽车车道专用于公共汽车使用，并使用额外的信号来帮助最小化汽车和公共汽车之间的相互作用。然而，在每个方向只有一条行车道的引道上，这在物理上是不可能的。为此，本研究探讨了一种新的方法，提供优先权的单车道的方法，（几乎）消除公交车延误，同时最大限度地减少负面影响的汽车信号交叉口的公交车。使用额外的信号将汽车停在相反的行驶车道上，公共汽车可以在相反方向上使用行驶车道跳过汽车队列的一部分。本文从理论上定量分析了预信号控制策略对公交车延误的节省效果，以及对汽车的负面影响。负面影响的测量作为额外的汽车延误时，交叉口信号是欠饱和的经验，并在车辆放电能力的减少时，交叉口信号是过饱和的。在欠饱和的情况下，结果表明，适度的平均公交车延误节省（每辆车105 -7秒，相当于约25%的平均延误预期在交叉口），如果预信号总是在操作和总乘客延误减少，只有当公交车占用率非常高。然而，如果预信号操作的目标是仅向将受益最多的公交车提供优先权，则公交车延迟节省可以增加一倍以上，同时减少总乘客延迟，即使公交车与小汽车的占用率相对适中（大于约20）。在过饱和的情况下，总线延迟节省可能更加显著（每总线大于30 s），并且这种延迟节省可以进一步增加更长的块长度（大于100 m）。然而，在公交车到达交叉口的每个周期中，交叉口的容量减少高达25%。模拟测试证实了公交车延误节省的一般趋势和幅度以及对汽车的负面影响适用于更现实的行为。在模拟中的整体效益略小，但尽管如此，该策略似乎有希望作为一个单车道的方法在现场交叉口的公交优先策略。
Signalized intersections often represent a major source of bus delays in urban environments. One strategy to mitigate this problem is to dedicate an existing car lane for bus-use only and use an additional signal to help minimize interactions between cars and buses. However, this is physically impossible at approaches where only a single travel lane is available for each direction. To this end, this research explores a novel method to provide priority to buses at signalized intersections with single-lane approaches that (nearly) eliminates bus delays while minimizing the negative impacts imparted to cars. Using additional signals to stop cars on the opposing travel lane, the bus can jump a portion of the car queue using the travel lane in the opposite direction. This paper theoretically quantifies the delay savings buses can achieve, and the negative impacts imparted onto cars when this pre-signal strategy is applied. The negative impacts are measured as the additional car delays experienced when the intersection signal is under-saturated, and the reduction in car-discharge capacity when the intersection signal is over-saturated. In the under-saturated case, the results show that moderate average bus delay savings (∼ 5–7 s per vehicle, equivalent to about 25% of the average delay expected at the intersection) are achieved if the pre-signal is always in operation and the total passenger delay is decreased only if bus occupancies are very high. However, if the pre-signal operation is targeted to only provide priority to the buses that would benefit the most, bus delay savings can be more than doubled while reducing the total passenger delay, even if the ratio of bus to car occupancy is relatively modest (greater than about 20). In the over-saturated case, bus delay savings can be much more significant (greater than 30 s per bus), and this delay saving can increase further for longer block lengths (greater than 100 m). However, the capacity of the intersection decreases by up to 25% during each cycle in which a bus arrives to the intersection. Simulation tests confirmed that the general trends and magnitudes of bus delay savings and negative impacts to cars hold for more realistic behaviors. The overall benefits are slightly smaller in the simulations, but nevertheless the strategy seems promising as a bus priority strategy at intersections with single-lane approaches in the field.