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首页> 外文期刊>Journal of Transportation Engineering >Impact of Bus-Only Lane Location on the Development and Performance of the Logic Rule-Based Bus Rapid Transit Signal Priority
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Impact of Bus-Only Lane Location on the Development and Performance of the Logic Rule-Based Bus Rapid Transit Signal Priority

机译：纯公交车道位置对基于逻辑规则的公交快速公交信号优先级的发展和性能的影响

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摘要

Curb bus-only lanes and median bus-only lanes are two commonly used types of the on-street running ways of bus rapid transit (BRT) systems. Transit signal priority (TSP) has proven viable in improving transit schedule adherence and in expediting transit service and is recognized as a key element of BRT systems. From a TSP designer's point of view, it provides a systematic analysis of the impact of bus-only lanes location on the development and performance of the logic rule-based bus rapid transit signal priority (BRTSP). As an emerging active TSP for use at isolated signalized intersections, BRTSP is centered on five categories of logic rules and can fully accommodate the variety of phase scheme. Green extension, early green, and phase insertion can be provided to prioritized vehicles within specific priority windows. The signal operations on bus-only lanes and general-purpose lanes are influenced by prioritized vehicle arrivals and departures and general traffic demands that are detected. Compared with curb bus-only lanes arrangement, median bus-only lanes arrangement imposes more restrictions on the establishment of phase combinations and phase sequences, resulting in less flexibility in assigning right-of-way at an intersection level. Among the components of BRTSP, the bus-only lanes location influences the first minimum green time calculation for vehicle phases, the walk interval calculation for pedestrian phases, the definition of priority windows, the design of logic rules, and the placement of prioritized vehicle detectors. The results of simulation experiments conducted by VISSIM under heavy load scenarios indicated the following: (1) no matter the bus-only lanes location, the phase sequence with all the through-vehicle phases defined as the initial phase had the potential to better moderate the negative effect of signal priority treatments on general traffic and pedestrians; (2) insufficient evidence could not prove that median bus-only lanes arrangement had an overwhelming advantage over curb bus-only lanes arrangement in reducing the delays of prioritized vehicles at traffic signals and vice versa; instead, more attention should be paid to general traffic and pedestrians performance when arranging and managing the bus-only lanes; and (3) curb bus-only lanes arrangement appeared to have an advantage over median bus-only lanes arrangement in improving overall intersection performance if green extension and early green were provided to TSP-enabled intersections. To keep general traffic and pedestrians performance from severely deteriorating, phase insertion service, if desired (in addition to green extension and early green), should be provided only to intersections with median bus-only lanes in a conditional manner.
机译：遏制公交专用道和中型公交专用道是公交快速运输（BRT）系统的街上运行方式的两种常用类型。事实证明，公交信号优先级（TSP）可改善公交时间表的依从性和加快公交服务的速度，并且被认为是BRT系统的关键要素。从TSP设计人员的角度来看，它提供了仅总线通道位置对基于逻辑规则的总线快速传输信号优先级（BRTSP）的开发和性能的影响的系统分析。作为用于隔离信号交叉口的新兴有源TSP，BRTSP集中在五类逻辑规则上，可以完全适应各种相位方案。可以在特定优先级窗口内向优先车辆提供绿色扩展，早期绿色和阶段插入。仅公交专用车道和通用车道上的信号操作会受到优先到达和离开的车辆以及检测到的一般交通需求的影响。与路边仅公交车道布置相比，中位仅公交车道布置对相组合和相序的建立施加了更多限制，从而导致在交叉路口分配路权的灵活性降低。在BRTSP的各个组成部分中，仅公交车道的位置会影响车辆相位的第一个最小绿灯时间计算，行人相位的步行间隔计算，优先级窗口的定义，逻辑规则的设计以及优先车辆检测器的位置。在重载情况下，VISSIM进行的仿真实验结果表明：（1）无论公交专用车道的位置如何，以全车阶段定义为初始阶段的相序都有可能更好地缓解车速。信号优先处理对一般交通和行人的负面影响； （2）没有足够的证据不能证明在减少交通信号灯中优先车辆的延误方面，仅公交专用车道的中位布置比限制公交专用车道的布置具有压倒性的优势；反之亦然；相反，在安排和管理公交专用车道时，应更加注意一般交通和行人的表现； （3）如果向启用TSP的路口提供绿化扩展和早期绿化，则路边纯公交车道布置在改善总体路口性能方面似乎比中公交车道布置具有优势。为了防止一般交通和行人的行为严重恶化，如果有需要（除了绿色延伸和早期绿色），还应有条件地向只有公交专用道的交叉路口提供相位插入服务。

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