Traffic Control of Road Closure on Saturated Two Way Two Lane Roads

Endang Widjajanti
Civil Engineering Department-Faculty of Engineering and Planning, Institut Sains & Teknologi Nasional Jl. M.Kahfi II, Jagakarsa Jakarta 12620, Indonesia Tel/Fax: +62-21-7270092 E-mail: wiwin62@gmail.com

Road activities usually require the closure of one of the two ways two lane roads (2/2 UD) constitute the restrictive bottleneck of the road system, which need a special effort to maximize the capacity of bottleneck areas, especially on over saturation traffic condition. The objective of the study is to develop a signal-control strategy and its application for road closure area on two way two lanes roads which is treated as an isolated intersection during severe over saturation. To disperse the queues of the two approaches in the same time, the study developed a new method by introducing a ratio between cumulative departure and cumulative arrival (R). The study showed that switch over of green time was effectively dispersed all the vehicles of the two approaches in the same cycle. The result of the study indicates that optimal green time happened if one of the approach has reached R>0.95. With the same arrival and saturation flow data, the method introducing in this study has a better performance results comparing amongst the previous methods, i.e. the Discrete Minimal Delay Model and the Maximum Throughput Model. The study conducted a signalized control simulation on road closure areas on two way two lane roads with the assumption that the road severe over saturation on the first 300 seconds which indicates that various arrival detection has a different total delay but has the same average throughput and over saturation period. The simulation results show that the optimum arrival detection period is 240 seconds and the optimum cycle time is 240 seconds. The study give indication of the percentage of increasing total delay if the there is a change of vehicle arrival detection period from 240 seconds to less than 240 seconds (i.e. 120 seconds and 180 seconds). The study also indicates the percentage of increasing total delay, decreasing of average throughput and decreasing of over saturation period if there is a change of cycle time from 240 seconds to less than 240 seconds (i.e. 120 seconds, 150 seconds,180 seconds and 210 seconds). The study also indicates the maximum road closure length that can be accommodated by signalized traffic control in over saturation traffic condition based on total Degree of Saturation (DS), average speed on lane closure area (Sw) and graphs that can be used to predict signalized traffic control performance on oversaturated road closure areas (total delay and average throughput). Key words signalized traffic control, road closure areas, oversaturated.

1.

INTRODUCTION

Road activities usually require the closure of one lane of the undivided two ways two lane roads, which need a special effort to maximize the capacity of bottleneck areas, especially on over saturation traffic condition. To overcome the problems arises on an oversaturated two way two lane road closure areas, this study developed a two steps of green time planning method which is introducing a ratio between cumulative departure and cumulative arrival (R) on its signalized traffic control strategy. 2. RESEARCH OBJECTIVE

The objective of the research is to evaluate the application of a ratio of vehicles cumulative departure to cumulative arrival (R) value as a switch over point parameter on oversaturated two way two lane road closure areas (RCA) as a signalized traffic control strategy with the speeds on RCA are 20 km/h and 30 km/h. 3. 3.1 LITERATURE REVIEW Work Zone Traffic Control

Portable traffic signals make use of the red clearance interval, or all red period to allow vehicles that have entered a RCA under a green or yellow indication to safely pass through and exit the onelane RCA. The factor that determine the duration of the red clearance interval is the speeds at which motorists will drive through the one lane RCA. The lay out of signalized traffic control on two way two lane RCA installation is shown on Figure 1, whilst Figure 2 displays the time needed in both directions to clear the road closure areas. Red Clearance Interval = Work Zone Travel Time = total work zone length (Lw)/work zone speed (Sw)

(1)

Figure 1 : Portable Traffic Signal Installation for Road Closure Area Control

Figure 2: Complete Signal Cycle for Portable Traffic Signal Installation The following equations can be used to compute the maximum wait time for each direction. Maximum Wait Time (each direction) = 2Y + 2 R + 2 B + G nax where

(2)

Y R B G max

= = = =

yellow clearance time (applies to both directions), seconds red clearance time (applies to both directions), seconds buffer time (applies to both directions), seconds maximum green time in the opposing direction, seconds

Ginger et al (1999) indicates from experiences that the maximum wait time (i.e., before driver confusion and possible violation) is approximately four minutes. 3.2. 3.2.1. Signalized Traffic Control on Oversaturated Traffic Flow Demand and Service Approach

The traffic signal service equation is describing the service rate from the beginning until the end of the oversaturated period. The cumulative service function of the two movements at time t is as follows:

G = G + G = ( + ).t

(3)

where
G G ,

= =

, .

Total Cumulative service function, pcu Total Cumulative service function of movement 1 and 2, respectively, pcu Service rate (throughput) of movement 1 and 2 respectively, pcu/hour

While Q is the cumulative demand function of both movement, which in this research assumed as a polynomial function, as follows:
Q = Q + Q = ( a + a ).t + ( b + b ).t

(4)

where
Q

Q1, 2

a1, 2 , b1,2

= = =

Total Cumulative service function, pcu Total Cumulative service function of movement 1 and 2, respectively, pcu Constants of the polynomial functions

The curve of cumulative arrival of vehicle and service of traffic signal control at oversaturated period presented at Figure 3. Beginning of oversaturated period happened at the time of T=0 and oversaturated period end at the time of T=n.c. ( n=total number of cycle time and c= cycle time). At T =n.c, Q = G
( a + a ).t + ( b + b ).t = ( + )t

t=n.c, then

(a1 + a 2 ).(n.c) 2 + (b1 + b2 ).(n.c) = ( 1 + 2 ).(n.c)

g s g s 1 = 1 1 , 2 = 2 2 and g + g = c c c
=
( c g ).s c

(5)

(a1 + a2 ).(n.c) 2 + (b1 + b2 ).(n.c) =

(c g 2 ) s1 + g 2 s2 .(n.c) c (c g 2 ) s1 + g 2 s2 (a1 + a2 ).n.c + (b1 + b2 ) = c

(6)

equation fulfill the equation g1 + g 2 = c , the value of n, T and can be calculated. . Based on the assumption that that both approaches disperse the queues at the same cycle, hence the value of , , g and g also can be calculated.

c is an input value, whilst the value of a1, a2 , b1, b2 , s1, s2 is determined based on field data. If the

Qi (t ) = qi (t ).dt
0

number of vehicles (pcu)

Gi (t ) = i (t ).dt
0

tim e (seconds)

Cumulative Vehicle's Arrival (demand) Cumulative Vehicle's Discharge (traffic signal serivice)

Figure 3: Vehicles Cumulative Arrival and Cumulative Service of Traffic Signal Control at Oversaturated Period 3.2.2. Switch Over Point Approach

Figure 4 show the queue length in an intersection with 2 phase signalized traffic control along the oversaturated period. The first phase serves the movement from the left of RCA (will be termed as first movement) and the first phase serves the movement from the left of road closure area (will be termed as first movement). As shown on Figure 4a, the traffic signal control on oversaturated period with single green time often cannot disperse the queue at both approaches concurrently. It can be seen that at T=X, the all queue at 1st movement has been discharged, but at the 2nd movement the queues still exist. To overcome the problems, the two step green time method with the switching of green time at certain point has been developed. This point is called as switch over point (Figure 4b).

queue length (pcu)

0,0

X tim e (seconds)
appro ach 1 appro ach 2

0,0

q u eu e len g th (p cu )

switch over point

time (seconds)
approach 1 approach 2

(a) Without Green Time Switch Over

(b) With Green Time Switch Over

Figure 3: Queue Discharge on Oversaturated Signalized Traffic Control

3.3. Ratio Of Cumulative Vehicle Arrivals to Cumulative Vehicle Discharge The study developed a parameter to determine the switch over point named R, which is defined as ratio of cumulative vehicle arrivals to cumulative vehicle discharge. Performance parameter calculated at any cycle time (iteration) is : 1. Vehicle discharge on the ith of green and jth iteration ( VDi ; j )
VDi ; j =
sm XG i ( m )
m = 1,2

(7)

where
VDi ; j

= = =

Vehicle discharge on the ith of green and jth iteration j , pcu Saturation flow of approach 1,2 pcu/hour Green time of approach m on the i th green time , i = 1,2 (1 for before switching and 2 for after switching)

s m m = 1,2
Gi ( m )

2. Queue length on the ith of green time and jth iteration ( Qi ; j )

Qi ; j = CAi;j CAi;j-1 + Qi;j-1 VDi;j

where

(8)

Qi ; j
CAi ; j
CD i ; j

= = =

queue length on the ith of green time and jth iteration, pcu cumulative vehicle arrivals on the ith of green time an d jth iteration, pcu cumulative vehicle discharge on the ith of green time and jth iteration, pcu

3.

Ratio of cumulative vehicle arrivals to cumulative vehicle discharge on the ith of green time and jth iteration ( Ri , j ( m ) )

(9) CAi ; j Switch over point will be done if the value of Ri , j ( m ) at one of the two approaches has already achieved the determined value of Ri , j ( m ) . the value of R is in the range of zero to one (0< Ri , j ( m ) <1) 4. METHODOLOGY Traffic signal control on the oversaturated period has the aim of dispersing all of the vehicle queues at the same time T , where T is consist of n numbers of cycle time The application of traffic signal control on two way two lane RCA are as follows: Traffic signal control on two way two lane RCA is identical with traffic signal control on two phase isolated intersection. Oversaturated saturation traffic condition is indicated based on the value of total Degree of Saturation (DS). The speed on the road closure area is the average space mean speed when vehicles pass by the RCA The length of the RCA is the total length between the stop lines of the two approaches.

Ri , j ( m ) =

CD i ; j

Lw ; S w ; c ;

q cum1 ; q cum 2 ; s ; s ; L

.losttime +

Lw Sw

ceff = c clearancetime

Gi = { }( ) = Gmin = / Xceff

Gi = { }( ) = Gmax = ceff Gi = { }( )

CAi ; j ,VDi ; j , Qi ; j , CDi , j , Di ; j , i ; j

Ri, j (m) Ri, j input

i = i +1 Gi {1}(1) = Gi 1{1}(1) + 1 Gi {1}(2) = Gi 1{1}(2) 1

Ri , j ( m ) 1
j = j +

j = j +

Gi = { }( ) = Gmin = / Xceff
Gi = { }( ) = Gmax = ceff Gi= { }( )

CAi ; j ,VDi ; j ,Qi ; j ,CDi , j , Di ; j , i ; j

i = i +1 Gi{ 1 }(1) =Gi1{ 1 }(1) +1 Gi{ 1 }(2) =Gi1{ 1 }(2) 1

Ri , j ( m ) 1

j = j +
ji ji = opt
jopt = 100

j = j +1 i=0

Dtotsl i Dtotal i =opt

Dtotalopt = , ,

Gi { }( ) >

C eff

Gi = Goptimal
j i = j optimal

Di = Doptimal

Figure. Flow Chart of Methodology

4.2.

Algorithm

Algorithm to determine the optimal green time and performance of traffic signal control on two way two lanes RCA consists of seven steps as follows, Step 1 Cumulative arrival input; a. q cumulative1 = Cumulative arrival input data per period of detection time on approach 1 (pcu)

qcumulative2 = Cumulative arrival input data per period of detection time on approach 2 (pcu) The
twos data above are input by detector per period of detection time. b. t p = period of detection time.(seconds)

c. w , = the width of approach 1 and 2, respectively (meter) d. s = saturation flow of approach 1 and 2. s is inputed based on s value according to Webster & Cobbe (1966), as follows:
w (m) s (smp/jam) 3,00 1845 3,25 1860 3,50 1885 3,75 1915 4,00 1965 4,25 2075 4,50 2210 4,75 2375 5,00 2560 5,25 2760

e. c = cycle time (seconds) The study assumed cycle time of 120 seconds, 150 secondsj, 180 seconds and 240 seconds. Based on the study of Daniels G et al (2000), the maximal cycle time is 240 seconds.

Step 2 Determine green time initial / initiatiaton of green time. Lw Clearance time = 2. lost time + S w Assumed lost time is 3 sec/phase. ceff = c clearancetime
Gi = { }( ) = / Xc eff
G i = { }( ) = c eff G i = { }( )

Step 3 Calculation of queue variables: m = phase of green time CAi;j =cumulative vehicle arrivals on the ith of green time and jth iteration.. VDi;j = vehicle discharge on the ith of green time and jth iteration...

= Qi;j CDi;j

sm Gi {1}( m) 3600

, m =1, 2

= queue length on the ith of green time and jth iteration = CAi;j CAi;j-1 + Qi;j-1 VDi;j when j = 0, then Qi;j=0 = CAi;j=0 VDi;j=0 = cumulative vehicle discharge on the ith of green time and jth iteration...

Ri;j(m) =

CDi ; j CAi ; j

Dij = total queue on the ith of green time and jth iteration..(pcu)
for the first green time (before switch over) and for the first iteration. Dij = Qij .c / for the next iteration. Dij = ( Qij + Qij 1 ) / 2.c

Dtotal =

ij = rate of throughput on the ith of green time and jth iteration (pcu/hour) ij = VDij .3600 / c
averagei =
1 VDij .3600 / c j

D

ij

averagetotal = average1 + average2 Step 4 If Ri;j-1(m) 1, for m=1,2, j = j+1 then update the value of CAi;j, Qi;j, VDi;j.,CDi;j, else update i = i+1 and update the green time as follows:

Gi {1}(1) = Gi 1{1}(1) + 1 Gi {1}(2) = Gi 1{1}(2) 1

Repeat to step 3. Continue the calculation until Ri;j-1(m) 0.95, for m = 1 or 2 . If Ri;j-1(m) 0,95 for m = 1 or 2 is achieved, then go to step 5. Step 5 Green time initiation after switching.
G i = { }( ) = / Xc eff G i = { }( ) = c eff G i = { }( )

variable i is repeated from the beginning for the reason of obtaining the green time after switching. Step 6

Repeat the calculation of Ri;j-1(m) using the green time after switching. If Ri;j-1(m) 1, for m=1,2, j = j+1 and update values of CAi;j, Qi;j, VDi;j., CDi;j. Repeat until Ri;j-1(m) 1, for m = 1 or 2. Otherwise update i = i+1 and update green time as follows: Gi {2}(1) = Gi 1{2}(1) + 1 Gi {2}(2) = Gi 1{2}(2) 1 If i G0 {1}(2) G0 {1}(1) repeat step 3 with the value of i=i+1 and update green time:
Gi {1}(1) = Gi 1{1}(1) + 1 Gi {1}(2) = Gi 1{1}(2) 1 Else go to step 7 The above step has the aim to ensure that the inreasing G doesn't exceed maximum cycle time. Step 7 If in the last iteration j, queue length Q on both phase at j and j-1 are negative and at j-2 is positive, the green time becomes the solution to disperse the queues of the both approach at the same cycle.. Solutions with the lowest minimum total delay (lowest Dtotal t) is the optimal solution. The process to define the lowest minimum total delay are as follows; a. Compare the value of j and jopt . The value of jopt for initialization is 100 b. Compare the value of Dtotal with Dtotal opt . The value of Dtotal opt for initialization is 1,000,000 c. If j < jopt and Dtotal < Dtotal opt, then the value of G pair of approach 1 and 2 before and after switching, which are G{1}(1), G{1}(2), G{2}(1) and G{2}(2), are the optimal; solution. Returns to step 4 with the following condition : Gi {1}(1) = Gi 1{1}(1) + 1 Gi {1}(2) = Gi 1{1}(2) 1 System will terminate if G{1}(1)>3/4.ceff

5. SIMULATION SCENARIO 5.1. R Value The simulation were done on the varies value of Ri , j ( m ) as follows :

Ri , j ( m ) 0,1; 0,4; 0,5; 0,65; 0,75; 0,85; 0,9; 0,95; 0,97

The example of Chang and Lin (2000) and Talmor and Mahalel D (2007) paper is applied in the simulation as shown on Table 1. The example assumed an intersection of two one way streets with a two-phase signal control. One street is denoted as approach 1, and the other street as approach 2. No left turn is considered. Approach 1 has a saturation flow of 1400 veh/h and approach 2 has a saturation flow 1000 veh/h. In this study the saturation flow was converted into 1400 pcu/hour and 1000 pcu/hour, respectively. The cycle time is 150 seconds. In order to compare with the other model, the simulation was done with the value of zero in the length of RCA. Table 1:Input Data

Cumulative time period (second)

300 600 900 1200 1500 1800 2100 2400 2700 3000 3300 3600 3900 4200

Cumulative Cumulative Saturation Saturation Arrival flow Degree of vehicle Degree of vehicle Arrival flow flow flow (pcu/hour) Saturation arrival Saturation arrival (pcu/hour) (pcu/hour) (pcu/hour) (pcu) (pcu) Approach 1 Approach 2 121 1452 1400 1.04 86 1032 1000 1.03 205 1008 1400 0.72 147 732 1000 0.73 268 756 1400 0.54 192 540 1000 0.54 318 600 1400 0.43 227 420 1000 0.42 359 492 1400 0.35 257 360 1000 0.36 396 444 1400 0.32 283 312 1000 0.31 430 408 1400 0.29 307 288 1000 0.29 462 384 1400 0.27 330 276 1000 0.28 492 360 1400 0.26 352 264 1000 0.26 523 372 1400 0.27 373 252 1000 0.25 552 348 1400 0.25 394 252 1000 0.25 582 360 1400 0.26 415 252 1000 0.25 611 348 1400 0.25 436 252 1000 0.25 640 348 1400 0.25 457 252 1000 0.25

Source :Extracted from Chang and Lin (2000) and Talmor and Mahalel D (2007)

5.2.

Simulation on RCA

To accommodate various variation of lane width, this study applies the total Degree of Saturation (DS) value to substitute the values of saturation flow and passenger car equivalent of each vehicle type. DS is sum of ratio of arrival flow to saturation flow on each movement or each approach. Therefore, the researchs simulation scenario is as follows: a. Variation of vehicle arrival is represented by total Degree of Saturation and the Degree of Saturation (DS) of each approach. b. The observation time of the vehicles arrival is 1 hour (3600 seconds) and the over saturation period is assumed happen on the first 300 seconds. The vehicles arrival after the first 300 seconds is assumed as unsaturated flow, with the value of total Degree of Saturation is 0.71. c. The variation of DS on the first 300 seconds are as follows: - 1 < DS < 1.5 (representes by DS=1.44) - 1.5 < DS < 2 (representes by DS=1.86) - 2 < DS < 2.5 (representes by DS=2.26) - DS > 2.5 (representes by DS=2.76) d. The simulation applies at various length of RCA, speed at RCA and cycle time as follows: - Length of RCA : 10, 15, 25, 50, 75, 100, 125, 150, 175, 200 meter - Speed at RCA: 20 km/tour - Cycle time: 120, 150, 180, 210, 240 seconds - Vehicles Detection Period : 120, 180, 240, 300 seconds
Table 4.5. Simulation Scenario

Speed at RCA (km/hr)

Length of RCA (meter) 10 15 25 50

Cycle Time (second) 120,150,180,210,240 120,150,180,210,240 120,150,180,210,240 120,150,180,210,240

Vehicles Detection Period (second) 120, 180, 240, 300 120, 180, 240, 300 120, 180, 240, 300 120, 180, 240, 300

20

10

Speed at RCA (km/hr)

Length of RCA (meter) 75 100 125 150 175 200

Cycle Time (second) 120,150,180,210,240 120,150,180,210,240 120,150,180,210,240 120,150,180,210,240 120,150,180,210,240 120,150,180,210,240

Vehicles Detection Period (second) 120, 180, 240, 300 120, 180, 240, 300 120, 180, 240, 300 120, 180, 240, 300 120, 180, 240, 300 120, 180, 240, 300

6. PERFORMANCE INDICATOR AND R VALUE The simulation results on Table 3 and Figure 4 show that the various of R do not give a significant trend of both average throughput and total delay. The simulation results also show that although average throughput has a maximum value on the value of R> 0.95, but the difference is very small. The two performance indicators, those are average throughput and total delay, do not have any special trend in result regarding with the difference of the R value. The first simulation results show that green time determination has a significant difference if be chosen based on the minimum total delay value. The minimum total delay was happened on the value of R > 0.95. The detail simulation result based on the value of minimum total delay at switch over point of green time happened on R > 0.95 is shown on Table 4.
Total Delay Total Delay (seconds)
270,000 260,000 250,000 240,000
233, 825 242, 083 233, 825 233, 825 264, 533 260, 900 259, 000 252, 400

Total Average Throughput

1,203 1,202 1,202 1,201 1,202 1,202 1,201 1,201 1,201 1,200 1,201 1,201 1,200 1,200 1,201 1,200 1,200 1,199 1,199 1,198 1,198 1,198

230,000 220,000 210,000 200,000 190,000 0

232,600

232,600 232,600

236, 533 236,533

1,201 1,200 1,200 1,199 1,199 1,198 1,198

228,267 222, 400 222,400 214,183 211,133 208,092 208,092

0.2

0.4

0.6

0.8

1.2

0.2

0.4

0.6 R

0.8

1.2

R
based on minimum t ot al delay based on maximum t ot al average t hroughput

based on minimum total delay based on maximum t otal average throughput

(a)

(b)

Figure 4: Total Delay and Total Average Throughput of Various R Values

11

Tabel 3 : Performance Comparison Based on Minimum Total Delay and Maximum Total Average Throughput
1 2400 1,201 1,581 68,92 236,533 2400 1,201 1,568 92,68 236,533 2400 1,202 1,568 115,53 252,400 2400 1,202 1,715 136,45 259,000 2400 1,201 1,563 86,72 233,825 2400 1,201 1,563 86,72 233,825 2400 1,201 1,563 86,72 233,825 2400 1,198 1,391 38,127 208,092 2400 1,198 1,391 38,127 208,092 2400 1,200 1,555 83,74 232,600 2400 1,200 1,555 83,74 232,600 2400 1,200 1,555 83,74 232,600 0.97 0.95 0.9 0.5 0.4 0.1

Indicator

Over saturation period (second) throughput (pcu/hour) Number of vehicles in the queue (pcu) Length og queue, approch 1,2 (pcu) total delay (second)

Over saturation period (second) throughput (pcu/hour) Number of vehicles in the queue (pcu) Length og queue, approch 1,2 (pcu) total delay (second)

switch of green time at R= 0.85 0.75 0.65 Based on Minimum Total Delay 2400 2400 2400 2400 1,199 1,198 1,200 1,199 1,411 1,431 1,487 1,525 37,123 34,116 56,95 71,83 211,133 214,183 222,400 228,267 Based on Maximum Total Throughput 2400 2400 2400 2400 1,201 1,201 1,200 1,200 1,768 1,744 1,487 1,618 174,25 160,25 56,95 102,61 264,533 260,900 222,400 242,083

Table 4 : Simulation Results on R> 0,95

g11=107.5 second quue length throughput cumulative arrival cumulative arrival/ cycle cum. Throughput quue length Approah 2 g12=42.5 second throughp cum. Throughput ut Approah 1 delay/cycle Approah 2 delay/cycle

Approah 1

no of cycletime

cycle time

cumulative arrival/ cumulative arrival cycle

1 2 3 4 5 6 7 7 8 10 9 9 7 5 2 0 (no queue) 19 19 19 19 19 19 19 19 19 312 330 349 368 387 406 425 444 462 227 242 257 270 283 295 307 319 330

second 150 300 450 600 750 900 1050 116 103 90 75 59 43 27 10 -6 (no queue)

pcu 61 121 163 205 237 268 293

pcu 19 37 38 38 27 17 0

pcu/cycle 42 42 42 42 42 42 42

pcu 42 84 125 167 209 251 293

pcu 43 86 117 147 170 192 210

pcu 31 62 81 100 110 121 127

pcu/cycle 12 12 12 12 12 12 12 28 28 28 28 28 28 28 28 28

pcu 12 24 35 47 59 71 83 111 139 167 195 224 252 280 308 336 total total delay

second 1402 4206 5623 5652 4894 3348 1315 515 1098 1344 1440 1385 1219 940 585 156 35,121 208,092

second 2340 7019 10760 13565 15769 17373 18602 18227 16435 14456 12327 10048 7694 5265 2798 294 172,971

8 9 10 11 12 13 14 15 16

1200 1350 1500 1650 1800 1950 2100 2250 2400

318 339 359 378 396 413 430 446 462

pcu 61 61 42 42 32 32 25 g21=48.5 second 25 21 21 19 19 17 17 16 16

pcu 43 43 31 31 23 23 18 g22=101.5 second 18 15 15 13 13 12 12 12 12

234 694 1198 1391

Approach 1 No.of vehicles in the queue (pcu) average throughput (pcu/hr) Total average throughput (pcu[hr) Total no.of vehicles in the queue (pcu)

Approach 1 No.of vehicles in the queue (pcu) average throughput (pcu/hr)

1156 505

12

Comparison With The Other Models Table 5 shows the performance results of the study and the two other methods, i.e. Discrete Minimal Delay Model (Chang and Lin, 2000) and Maximum Throughput Model (Talmor and Mahalel D, 2007)based on the same input data. The results then compared to the based result, which is Minimal Delay Model (Chang and Lin, 2000). The difference in percentage to the based result was done also presented in this Table. As shown on Table 5, comparing with Discrete Minimal Delay Model (Chang and Lin, 2000), the research in this study has improve some of performance indicators of signalized traffic control, those are 5,88% better in length of over saturation period, 1.46% in average throughput , 13,57% in number of vehicles in the queue and 12,80% in total delay. This performance also better than Maximum Throughput Model (Talmor and Mahalel D, 2007) Table 5 : Performance Results
Performance Indicator Discrete Minimal Delay Model Maximum Throughput Model Research, R=0,95 2400.00 1198 1391 208,092 5.88% 1.16% 13.57% 12.80%

Over saturation period (second) 2550.00 2434.80 throughput (pcu/hour) 1181 1195 Number of vehicles in the queue (pcu) 1609 1566 total delay (second) 238,625 233,035 Comparison to Discrete Minimal Delay Model Over saturation period (second) 4.52% throughput (pcu/hour) 1.16% Number of vehicles in the queue (pcu) 2.69% total delay (second) 2.34%

Source : Talmor I & Mahalel D (2007) & Result of the Study (2009)

First Simulation Evaluation Evaluation of the first simulation are as follows: Green time determination has a significant difference if be chosen based on the minimum total delay value. The minimum total delay was happened on the value of R > 0.95. The ratio of vehicles cumulative departure to cumulative arrival (R) value as a switch over point parameter could be applied on a two phase oversaturated signalized traffic control strategy. The research method, which was applied a ratio of vehicles cumulative departure to cumulative arrival (R) value of 0.95, has improved the performance of the previous methods, i.e. the Discrete Minimal Delay Model and the Maximum Throughput Model. The research method could be applied to oversaturated two way two lane road closure areas signalized traffic control strategy by inputting the length of road closure area and the average journey speed in the road closure area.

7. OPTIMUM DETECTION PERIOD The simulation results show that minimum total delay is achieved when the detection period is more than 240 seconds. When DS < 2 the minimum total delay is 300 seconds, but at DS>2 the minimum total delay of 240 seconds and 300 seconds vehicles detection period has the same value of minimum total delay. The percentage of increasing total delay comparing to 240 seconds of detection period at cycle time 240 seconds is shown on Table 5.1.
Table 51. Total Delay on Various Detection Periods Comparing to Detection Period of 240 seconds,

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c= 240 Seconds
Total Delay (seconds) DS Lw detection period (seconds) meter 10 25 1<DS<1.5 50 75 100 125 10 25 1.5<DS<2 50 75 100 10 2<DS<2.5 25 50 75 10 2.5<DS<3 25 50 120 47,675 52,200 61,740 76,225 99,667 144,802 111,468 120,353 145,382 180,750 239,326 197,899 215,633 257,734 323,688 341,670 373,560 449,914 180 35,835 40,360 49,900 64,385 87,827 132,962 95,788 104,673 129,702 165,070 223,646 179,019 196,753 238,854 304,808 318,310 350,200 426,554 240 27,995 32,520 42,060 56,545 79,795 125,122 85,548 94,433 119,462 154,830 213,406 167,179 184,913 227,014 292,968 304,230 336,120 412,474 300 27,803 32,328 41,868 56,353 79,795 124,930 85,836 94,721 119,750 155,118 213,694 167,179 184,913 227,014 292,968 304,230 336,120 412,474 oversaturated period seconds 960 960 1,200 1,440 1,920 2,880 1,440 1,680 1,920 2,400 3,120 1,920 2,160 2,640 3,120 2,640 2,880 3,360 average throughput pcu/hr 1626 1591 1,527 1,464 1,400 1,336 1,626 1,591 1,527 1,464 1,400 1,626 1,591 1,527 1,464 1,626 1,591 1,527 % comparing to detection period of 240 seconds detection period (seconds) 120 70% 61% 47% 35% 25% 16% 30% 27% 22% 17% 12% 18% 17% 14% 10% 12% 11% 9% 180 28% 24% 19% 14% 10% 6% 12% 11% 9% 7% 5% 7% 6% 5% 4% 5% 4% 3% 240 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 300 -1% -1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%

9. OPTIMUM CYCLE TIME The simulation results of cycle time variation. are as follows: a. Cycle time of 240 seconds resulting the smallest total delay at most of variations, except on the following scenarios, which the smallest total delay occurred on cycle time of 210 seconds: - Length of RCA 10 meter and 25 meter on 1<DS<1.5 - Length of RCA 25 meter on 1<DS<1.5 and 2<DS<2.5. b. Cycle time of 240 seconds resulting the largest total average throughput at all variations. c. Cycle time of 240 seconds resulting the smallest oversaturated period at all variations. Based on the simulation results mentioned above, the cycle time of 240 second is chosen as the optimal cycle time. Total delay, total average throughput and oversaturated period
on Various Cycle Time Comparing to Cycle Time of 120 seconds is shown on Table 5.2. Table 5.2. Total Delay, Total Average Throughput and Oversaturated Period on Various Cycle Time Comparing to Cycle Time of 120 Seconds

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Length of work zone meter

Cycle time Total Delay second 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 second 37,436 32,270 28,539 27,096 27,995 100% 86% 76% 72% 75% 51,060 41,190 36,176 33,283 32,520 100% 81% 71% 65% 64% 106,240 67,584 53,249 45,841 42,060 100% 64% 50% 43% 40%

average throuhput pcu/hour 1555.58 1583.87 1602.72 1616.19 1626.29 100% 102% 103% 104% 105% 1484.88 1527.30 1555.58 1575.79 1590.94 100% 103% 105% 106% 107% 1357.60 1425.48 1470.73 1503.06 1527.30 100% 105% 108% 111% 113%

Length of work zone meter

Cycle time Total Delay second 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 120 150 180 210 240 second 139,031 85,648 66,056 56,545 100% 62% 48% 41% 105,605 79,795 100% 76% 125,122 100%

average throuhput pcu/hour 1323.66 1385.88 1430.33 1463.66 100% 105% 108% 111% 1357.60 1400.03 100% 103% 1336.39 100%

10

75

25

100

50

125

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10. PREDICTION OF DELAY, THROUGHPUT AND OVERSATURATION PERIOD The simulation results show that the length of RCA (Lw) that could be accommodated by a signalized traffic control on two way two lane RCA at oversaturated period is limited and depend on the value of the total Degree of Saturation (DS) of the two approach. The approaching model of total delay and length of RCA relationship is an exponentials equation, while for the total average throughput and length of RCA relationship is a linier equation. The equations to predict the total delay and average throughput based on the value of DS and the length of RCA on observation period 240 seconds and cycle time 240 seconds are shown on Table 3.3, while the value of oversaturated period is presented at Table 58. Table 3.3. Equation of Total Delay and Average Throughput Prediction
equation DS 1<DS<1.5 1.5<DS<2 2<DS<2.5 2.5<DS<3 total delay second throughput pcu/hour Lw can be accomodated meter Lw<125 Lw<100 Lw<75 Lw<50

y = 23286e 0.0128 x
y = 74325 e 0.0102 x
y = 150682 e 0.0068 x

y = 2.523x + 1653
y = 2.523x + 1653 y = 2.511x + 1653
y = 2.482 x + 1652

y = 280113 e 0.0077 x

Table 58. Oversaturated period based on the length of RCA, DS and Sw on observation period 240 seconds and cycle time 240 seconds
Length of RCA meter 10 25 50 75 100 125

over-saturated period (seconds) 1<DS<1.5 960 960 1,200 1,440 1,920 2,880 1.5<DS<2 1,440 1,680 1,920 2,400 3,120 2<DS<2.5 1920 2160 2640 3120 2.5<DS<3 1920 2160 2640 3120 -

11. SUMMARY OF FINDINGS

REFERENCES Chang TH and Lin JT (2000), Optimal Signal Timing For An Oversaturated Intersection. Journal of Transportation, Res 34B: 471491.

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Daniels Ginger et al, (2000), Feasibility of Portable Traffic Signals to Replace Flaggers in Maintenance Operation, Texas Transportation Institute. Daniels Ginger et al, (2000), Guidelines For The Use Of Portable Traffic Signals In Rural Two-Lane Maintenance Operations, Texas Transportation Institute. Gazis, D.C., (1964), Optimal control of a system of oversaturated intersections, Operations Research 12, 815-831. Green, D.H., (1966), The Simulation of Some Simple Control Policies for a Signalized Intersection, Operational Research Vol. 17, No. 3 (Sep., 1966), pp. 263-277 Green, D.H., (1968), Control of Oversaturated Intersections, Operational Research Quarterly 18 (2), 161-173. Michalopoulos PG, and Stephanopoulos G (1977), Oversaturated signal systems with queue length constraints - I: Single intersection, Transportation Research Vol. 11: 413-421. Michalopoulos PG, and Stephanopoulos G (1977), Oversaturated signal systems with queue length Talmor I and Mahalel D, (2007), Signal Design For An Isolated Intersection During Congestion, Journal of the Operational Research Society 58, 454466. Widjajanti E et al (2007), Traffic Control on Two Way Two Lane Roads Work Zones: A Case Study In Indonesia, Proceedings of the Eastern Asia Society for Transportation Studies, Vol.6, 2007 Widjajanti E et al (2009), Traffic Control on Saturated Two Way Two Lane Roads Work Zones, Eastern Asia Society for Transportation Studies (EASTS) Conference, Surabaya, 2009 Widjajanti E (2009), Signalized Traffic Control on Oversaturated Two Way Two Lane Road Closure Area, Dissertation, University-of Indonesia, Jakarta, Indonesia

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