A Comparative Study on Road Traffic Flow and Traffic Management

本研究比较了东亚地区选定城市的信号交叉口和高速公路基本路段的交通流特征，并确定了随经济增长而稳定的参数，选取经济水平不同的马尼拉、曼谷、首尔和东京为研究对象，制定道路设计标准和交通政策。对于信号交叉口，马尼拉（1784 pcu/hr/车道）和曼谷（1817 pcu/hr/车道）的饱和流量明显低于东京（1931 pcu/hr/车道）和首尔（2024 pcu/hr/车道），这是由于客运车辆车头时距的差异，而车头时距受相对操作能力和驾驶员侵略性的影响。其他原因还有变道行为的差异和公共汽车的影响。起跑时间最长的城市是马尼拉（5.14秒），其次是曼谷（4.28秒）、首尔（3.29秒）、东京（2.69秒）。这反映了东京的相对车辆运行能力是最高的，因为东京的经济水平更高，车辆检查也更严格。在高速公路交通流中，首尔的内车道在工作日早晨的最大流量约为2112 veh/hr，其次是东京，约为2004 veh/hr，马尼拉的最小流量约为1956 veh/hr。这是因为，与东京和马尼拉等地重型车辆和客车混在一起的情况不同，首尔的内线主要是乘用车。另一个原因是首尔和东京的车辆性能更好，速度更快。也。与其他城市相比，马尼拉的变道相对频繁。就乘用车的内车道利用率而言，东京约为45%，而马尼拉大都会仅为30%左右。结果表明，交通容量与经济增长之间存在一定的关系，因为发展带来了车辆运行能力和道路基础设施水平的提高，交通控制系统的完善以及驾驶员和行人行为的改善。

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.