CE436 INTRODUCTION TO TRAFFIC ENGINEERING Variability of TrafficFlow

CE-436 INTRODUCTION TO TRAFFIC ENGINEERING Variability of Traffic-Flow Measures Across Freeway Lanes MUSTAFA GÜNDOĞDU 160408042 İBRAHİM FARUK DAL 150408010

INTRODUCTION: There are some factors to produce lane-to-lane variations like speed and volume are both side and volume dependent factors. We are using dedector data to varify this variations. We collect the data for 30 days with 27 dedector stations on Queen Elizabeth Way. We realize that speed and flow are also shown to interact differently across different lanes and different speed-flow relationships. The results are intended to be related to the calibration of models and automatic event analysis algorithms. These analysis is useful to real time freeway traffic manegement system control strategies relying on loop detector inputs.

Why Do We Focus on This Research? It reflects that most of the traffic flow parameters do not have the same volumes across all available lanes and that the deterministic component in such an irregularity may be the result of significant traffic engineering. This article attempts to measure the difference in lane in traffic behavior to demonstrate the need for such a detailed analysis approach. This background discussion provides a review of the relevant issues, including the reasons for the lack of lane uniformity of traffic flow parameters, previous findings on the uniformity of traffic flow parameters, and a brief description of the study objectives and approach.

GAP: In the past, microscopic traffic simulation models and automated event detection algorithms have not been in great need. but now this need has allowed us to do this analysis Pignataro (1973) studied a series of studies on American three-lane highways. From these studies, a typical change in traffic flow was observed, as shown in the picture.

Lane Flow Distributions:

STUDY AREA: In Central Ontario, QEW serves as an east-west connection from Toronto to the west of Canada and from East to Toronto to west to Hamilton. the morning summit occurs on the eastern border, and the corresponding peak in the afternoon occurs on the western border. The highway is straight in both directions and contains very few sections. The ring road is characterized by obstruction along this section Dixie Road creates a constant congestion Ramp (24) at 6: 30 am every weekday. The shock wave caused by this blockage extends east of Southdown Road to station 11 and is cleared at 9: 50. lasts up to 2 hours in the afternoon. An FTMS is currently running approximately This is 18 km of the highway.

Configuration of QEW Freeway:

STUDY PERIOD: Data were selected for May from the loop detector recordings. because the effects of winter weather and the effects of summer construction were avoided. The data set included the eastern border. lanes are from 5: 00 to 12: 00. high flow of morning peak and Relatively low flow conditions before and after On top. Also, this time zone selection is provided the work is focused on experienced stations, severe congestion (LOS D and E) and free flow (LOS A and B).

Detector measurements were recorded every 30 seconds and collected for 5 minute intervals. objectives of analysis. an average of 5 minutes of station flow and occupancy was calculated for each. detector stations station flow and occupancy were then divided into 10 boxes 250 vehicles per hour per lane and 10% respectively. For each 5 -minute interval, the waste bin corresponding to the average station flow and occupancy status was selected and the corresponding individual lane flows and speeds, corresponding flow and occupancy boxes. Finally, the number of observations, mean and standard deviation Each lane is calculated for each 10 occupancy and Flow boxes.

What is Analysis of Variance (ANOVA)? Analysis of variance (ANOVA) is an analysis tool used in statistics that splits an observed aggregate variability found inside a data set into two parts: systematic factors and random factors. The systematic factors have a statistical influence on the given data set, while the random factors do not. Analysts use the ANOVA test to determine the influence that independent variables have on the dependent variable in a regression study.

It is generally accepted by traffic engineers that speed– flow parameters are significantly affected by geometry and thus by the location of the stations. As such, the analysis began by examining variations in the speed–flow parameters on the basis of location. Furthermore, based on the visual differences in the speed–flow parameters across lanes, the lane factor was also included in the statistical analysis. Finally, temporal variability was accounted for through the inclusion of a day of the week factor.

Focusing on the QEW and using both speed and flow detector data, Figs. 6 and 7 were produced to demonstrate an example fit to the 5 -min data along the freeway. The fits were performed for all lanes at station 12 utilizing the respective lane-detector measurements; in addition, an average station fit was generated utilizing average station measurements. Figure 6 demonstrates how the fit replicates the measured data parameters in the speed–flow domain. Furthermore, Fig. 7 demonstrates that in addition to capturing the data trend in the speed–flow domain, the fit also captures the trend in the speed–density domain. Figure 7 shows the S-shaped speed–density relationship that allows for a reasonable free-speed estimate

CONCLUTION: Important for highway operation lane-to-lane exchange free speed, capacity and speed and capacity for both traffic flow demands and traffic flow source characteristics. Lane effect on the change in The free speed, speed and capacity parameter in the capacity is the second biggest effect. the impact of the location has maintained its historical significance and maximum degree of variability in capacity parameters and the second major change in capacity speed and free speed factors.

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