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A Comparative Study on Road Traffic Flow and Traffic Management

道路交通流与交通管理的比较研究

基本信息

批准号：
07045021
负责人：
MORICHI Shigeru
金额：
$ 2.82万
依托单位：
University of Tokyo (1996)Tokyo Institute of Technology (1995)
依托单位国家：
日本
项目类别：
Grant-in-Aid for international Scientific Research
财政年份：
1995
资助国家：
日本
起止时间：
1995 至 1996
项目状态：
已结题

来源：
https://kaken.nii.ac.jp/grant/KAKENHI-PROJECT-07045021/
关键词：
international comparison traffic flow capacity signalized intersection saturation flow rate inter-vehicular headway passenger car unit lane-changing driver behavior

项目摘要

This study compares traffic flow characteristics of signalized intersections and basic expressway segments in selected cities in East Asia and determines parameters which are stable with growth of economy such that manila, Bangkok, Seoul and Tokyo with different economic levels are selected for the purpose of formulation of road design standards and transportation policies. For signalized intersections, saturation flow rates in Manila (1784 pcu/hr/lane) and Bangkok (1817 pcu/hr/lane) are significantly lower compared to Tokyo (1931 pcu/hr/lane) and Seoul (2024 pcu/hr/lane) due to difference in passenger car headway which is influenced by the relative operating capabilities and driver aggressiveness. Other reasons are difference in lane-changing behavior and the effect of buses. Starting lost time is largest in Manila (5.14 sec) followed by Bangkok (4.28 sec), Seoul (3.29 sec) and Tokyo (2.69 sec), respectively. This reflects the relative vehicle operating capability which is highest in Tokyo due to higher economic level and stricter vehicle inspection.In expressway traffic flow, the maximum flow rate for the inner lane during morning weekday traffic in Seoul was around 2112 veh/hr followed by Tokyo at around 2004 veh/hr with the least value for Manila at around 1956 veh/hr. This is due to passenger cars mostly occupying the inner lane in Seoul in contrast to Tokyo and Manila where heavy vehicles mix with passenger cars. Another is better performance of vehicles in Seoul and Tokyo reflected by higher speeds. Also. lane-changing was relatively frequent in Manila than other cities. In terms of inner lane utilization of passenger cars, in Tokyo it is around 45% compared to Metro Manila which is around only 30%.Results indicate the relationship between capacity and economic growth since development brings an increase in vehicle operating capability and level of road infrastructure, better traffic control system and improvement of driver and pedestrian behavior.

本研究比较了东亚部分城市的信号交叉口和高速公路基本路段的交通流特性，确定了随经济增长而稳定的参数，选择了经济水平不同的马尼拉、曼谷、首尔和东京作为道路设计标准和交通政策的制定对象。对于信号交叉口，马尼拉（1784 pcu/hr/车道）和曼谷（1817 pcu/hr/车道）的饱和流率明显低于东京（1931 pcu/hr/车道）和首尔（2024 pcu/hr/车道），这是由于受相对运行能力和驾驶员积极性影响的客车车头时距差异。其他原因是换道行为的差异和公交车的影响。启动损失时间最大的是马尼拉（5.14秒），其次是曼谷（4.28秒）、首尔（3.29秒）和东京（2.69秒）。这反映了东京由于经济水平较高和车辆检查较严格，相对车辆运行能力最高。在高速公路交通流中，首尔在工作日早晨交通时，内侧车道的最大流量约为2112辆/小时，其次是东京，约为2004辆/小时，马尼拉的最小值约为1956辆/小时。hr.这是因为在首尔，客车汽车大多占据内侧车道，而在东京和马尼拉，重型车辆与客车汽车混在一起。另一个原因是首尔和东京的车辆性能更好，反映在更高的速度上。Also.与其他城市相比，马尼拉的车道变换相对频繁。结果表明，东京的客运汽车内车道利用率约为45%，而大马尼拉仅为30%。