Wyniki wyszukiwania - BazTech

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Driver performance through the yellow phase using video cameras at urban signalized intersections

Al-Mistarehi Bara’ W., Alomari Ahmad H., Obaidat Mohammed T., Al-Jammal Areen A.

Transport Problems

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2021

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T. 16, z. 1

51--64

EN

The main objective of this research is to examine the influencing parameters of driver performance through the yellow phase at urban signalized intersections with and without red-light running (RLR) cameras. Data were collected to include the intersection type, vehicle type, turning movement type, whether the vehicle position is in a platoon or not, presence of RLR cameras, green light flash devices, pedestrians, and pavement markings. A total of 2168 driver observations were extracted. Only 33.3% of the drivers stopped before the stop line, 59% of the drivers passed the intersection through the yellow phase, and 7% of the drivers committed RLR violations. The results showed that drivers were more likely to stop before the stop line through the yellow phase at locations with RLR cameras, green light flash devices, pavement markings, where pedestrians were present, and at a four-leg intersection. Chi-square tests indicated that all parameters had a significant impact on driver performance, except for the type of turning movement.

2

Methodology for research on traffic safety at signalized intersections with countdown timers

Sobota A., Karoń G., Żochowska R., Kłos M. J.

Zeszyty Naukowe. Transport / Politechnika Śląska

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2018

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z. 100

191--201

EN

The article is a presentation of the authors‘ research work on determining the impact of countdown timers on traffic conditions, and - in this case - on the level of traffic safety at intersections. Therefore, the scientific aim of the article is to present the methodology used by the authors to carry out research in order to determine the influence of the function of the intersection with countdown timers within an urban transportation network on the level of safety at the intersection. To achieve the scientific objectives, measurements of traffic at three intersections with different functions in a transportation network have been performed.

3

Estimating saturation flow under weak discipline traffic conditions, case study: Iran

Dehghani-Zadeh M., Tafti M. F.

Archives of Transport

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2018

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Vol. 46, iss. 2

47--60

EN

Intersections, as the critical elements and the major bottleneck points of urban street networks, may have inconsistent performances in different countries. This is largely due to the fact that the factors affecting their performance e.g. driving behavior, vehicle characteristics, control methods, and environmental conditions may vary from one country to another. It is, therefore required to take into account these factors when developing or applying available models and methodologies for their capacity analysis or signal control setting. This is particularly important for the countries with heterogeneous and weak discipline traffic streams such as Iran. Meanwhile, estimating the saturation flow rate, which is a key parameter in capacity and delay analysis and in optimal timing of traffic signals, is of great importance. In this study, the possibility of identifying and or developing appropriate models for estimating the saturation flow rate at the signalized intersections in these situations has been explored. For this purpose, a case study performed at the signalized intersections located in the city of Yazd, a medium sized city located in the middle of Iran. Using the data obtained from several intersections together with the application of analytical procedures proposed by American, Australian, Canadian, Indonesian, Iranian and Malaysian highway capacity guides, the saturation flow rate was estimated from both field observations and analytical methods. A comparison of these results indicated that in the protected left-turn situations, the Australian guide produced the best comparable results with the field data. On the other hand, in the permitted left-turn situations, the method proposed in the American Highway Capacity Manual guide produced the best comparable results with the field data. Furthermore, three new models were developed for estimating the saturation flow rate in three different situations namely, unopposed mixed straight and turning traffic movements, opposed mixed straight and turning traffic movements and merely straight through movement. The effective width, traffic composition, and opposite oncoming through traffic flow were considered as the effective parameters in the proposed models. Moreover, using the multivariate regression analysis, the Passenger Car Equivalent coefficients for motorcycles and heavy vehicles were calculated as 0.51 and 2.09, respectively.

4

Analiza zachowania rowerzystów na zamiejskich skrzyżowaniach z sygnalizacją świetlną

Gondek S.

Autobusy : technika, eksploatacja, systemy transportowe

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2013

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R. 14, nr 3

1727-1738

PL

Rowerzyści, jako niechronieni użytkownicy ruchu, stanowią znaczącą część (7 ÷ 8 %) ofiar śmiertelnych i rannych w wypadkach drogowych przy stosunkowo niewielkim udziale podróży rowerowych (1 ÷ 2 %). Na zamiejskich skrzyżowaniach z sygnalizacją świetlną czasy międzyzielone nie zapewniają bezpiecznego opuszczenia skrzyżowania przez rowerzystów, którzy poruszają się znacznie wolniej od pojazdów. Dotyczy to w szczególności rowerzystów przejeżdżających drogę główną chrakteryzującą się znacznymi przekrojami poprzecznymi i dużymi prędkościami jazdy. Brakuje też na tych skrzyżowaniach przejazdów dla rowerzystów, co zmusza część z nich do korzystania z przejść dla pieszych. W referacie zaprezentowano wyniki badań empirycznych zachowania rowerzystów przekraczających drogę główną, tzn. udziały rowerzystów korzystających z jezdni i przejść dla pieszych oraz sposobów korzystania z tych przejść: prowadzenie roweru lub przejeżdżanie. Zaprezentowano również wyniki badań prędkości przejazdu rowerzystów przez skrzyżowanie z biegu i zatrzymania.

EN

Cyclists, as vulnerable road users, form a significant proportion of deaths and injuries, in road accidents (7 to 8%), with a relatively low share of vehicle trips (1 to 2 %). For rural signalized intersections, intergreen times do not provide a safe crossing for cyclists, who are moving much slower than the vehicles. This applies to major roads, characterised by significant cross sections and high speed driving. There is also no bicycle crossing on these intersections, forcing some of cyclists to use the pedestrian crossings. The paper presents the results of empirical studies on the behaviour of cyclists crossing the main road, ie in the interests of cyclists using the road and pedestrian crossings, and how to use these transitions: lead a bike or ride a bike on the pedestrian crossings. Also presented the results of the speed of cyclists passing through the intersection of stop and go.