Upload
winfred-barton
View
215
Download
2
Embed Size (px)
Citation preview
1Challenge the future
Master-Thesis presentation by ir. R.M. Beentjes
Performance of rush-hour lanes and pluslanesA study to behavioral factors and design factors
2Challenge the future
About me...
• Graduated november 1st 2012
• Master Transport & Planning
• ITS Edulab
• Cooperation between Rijkswaterstaat and TU Delft
• Nice combination between company and university
• Supervision from both parties
• Currently working for Witteveen+Bos as project-engineer
3Challenge the future
Contents
• Introduction• Definitions• Background• Performance-indicators
• Ex-post evaluation• Experimental setup• Results
• Driving simulator study• Experimental setup• Results
• Conclusions and recommendations
• Future research
5Challenge the future
Definition - rush-hour lane
A hard shoulder on the right side of a road section that
can be opened for traffic when intensities are high.
6Challenge the future
Definition - pluslane
A lane on the left side of a road section that can be
opened for traffic when intensities are high. The hard
shoulder can be retained, as all other lanes will become
narrower.
7Challenge the future
• First rush-hour lane in 1996
• First pluslane in 1999
• Extra capacity without addition of an extra lane
• ± 174 km rush-hour lanes (7%) in the Netherlands
• ± 116 km pluslanes (5%) in the Netherlands
• No research compares different designs of rush-hour lanes
and pluslanes
• No research focuses on influence of behavioral factors
Background
12Challenge the future
Experimental setup
• Preliminary research
• Inquiry of all existing rush-hour lanes and pluslanes in
the Netherlands
• Suitable sections for this research were filtered
• Data is collected and filtered using MATLAB
13Challenge the future
Experimental setup
• Preliminary research
• Chosen rush-hour lanes (5):
• Chosen pluslanes (5):
Location Lanes Lane width Speed limit (closed/open)
A1 – Hoevelaken - Barneveld 2+1 3,35|3,50|3,50 120 / 100
A2 – Kerensheide - Vonderen 2+1 3,25|3,40|3,28 120 / 100
A2 – Vonderen - Urmond 2+1 3,25|3,40|3,35 120 / 100
A13 – Berkel & Rodenrijs - Delft-
Zuid
3+1 3,25|3,40|3,40|
3,35
100 / 100
A50 – Ewijk - Valburg 2+1 3,50|3,50|3,50 120 / 120
Location Lanes Lane width Speed limit (closed/open)
A1 – Beekbergen – Deventer-Oost 2+1 3,10|3,50|3,45 120 / 100
A12 – Ede - Veenendaal 2+1 3,00|3,50|3,35 120 / 100
A12 – Woerden - Gouda 3+1 2,75|3,50|3,50|
3,50
120 / 100
A12 – Zoetermeer - Gouwe 2+1 2,75|3,50|3,25 100 / 100
A27 – Gorinchem -Noordeloos 2+1 2,70|3,00|3,25 100 / 80
14Challenge the future
Experimental setup
• Several comparisons
• Rush-hour lane vs. regular right lane
• Pluslane vs. regular left lane
• Different locations on rush-hour lanes and pluslanes
• Influence of design factors
15Challenge the future
Results
• Design factors
• Lane widths
• Speed limits
• Total number of lanes in section (3 or 4)
• 5 rush-hour lane sections and 5 pluslane sections
analyzed
• Pairwise comparison
• Influence on occupation and on free speeds driven
16Challenge the future
Results
• Rush-hour lanes - occupation
Influence of speed limit: 100 km/h – 120 km/h
19Challenge the future
Experimental setup
• A50 between junction Ewijk and junction Valburg
• Wide rush-hour lane (3,50 m)
• Permanent 120 km/h speed limit
• 3 Lanes total (2+1)
• Designed and programmed into simulator
• Results in 2 parts:
• Car-following behavior
• Changes is the design
21Challenge the future
Results
± 95 km/h
Desired speed: ± 120 km/h
• Part 1: Car-following behavior
• Followers and leaders
25Challenge the future
Results
• Part 2: Changes in the design
• Influence of signaling system (reduced signaling)
• Influence of broken markings (instead of continuous)
• Influence on occupation analyzed
26Challenge the future
Results
• Part 2: Changes in the design
• Determining the occupation per lane
Left lane
Middle lane
Rush-hour lane
29Challenge the future
• Rush-hour lanes:
• Lower speed limit than 120 km/h
• The incentive to change to the rush-hour lane at 120 km/h
is very low
• Changes in markings and signaling do not have an
influence on occupation at 120 km/h
• Pluslanes:
• Do not combine a high speed limit (100 km/h) with a
narrow pluslane (< 2,80 m)
Conclusions andrecommendations
30Challenge the future
Future research
• Extensive research to the influence of design factors
• Quantify influence per factor
• Possibly make an estimation of performance before the
construction of a new managed lane
• New driving simulator study
• Option 1: improve the current study
• Option 2: use another driving simulator with better
traffic models
• Test alternative designs with lower speeds