masoud_n1979@yahoo.

com

nassiri@sharif.edu

:


. .

.
. 20
.

: 1 2 3

-1
.
.

].[Kang,2000
1 Modeling
2 Delay
3 Signalized Intersection
4 Over-Saturated


1] .[TMartin,2003

.
].[Kamarajugadda,2003

-2
) (1

].[TRB,2000

: 1 ][4

] .[Fu,2000
] .[1384

.
1 Interrupted Flow

 -3
-1-3
.
) (1 ] Webster,1958 .[Webster,1966
2

c1
2
c
+
w = wu + w D =
q
) 2 q (1

2 1
s

)(1

) (1 .
) (2 5 15
.
2

)(2

3 2+5 gc

g
c1
c
2
c
w=
+
0.65 2
) q 2q(1
q
21
s

) (2 .

1 2
. ) (1
) ( ) (3 .
2

)( 3

c1
2
c
+
]
w = 0.9 ( wu + wD ) = 0.9 [
) q 2q (1
21
s

1 Adjustment Factor
2 Semi-Empirically

 1 2

] Hurdle,1984 Akcelik,1988 Teply,1989 .[Akcelik,1993

]:[Kang,2000

5FIFO

-2-3
) (4 ].[McShane,2004
1
])[(c g ) + t ( 1
2

)(4

= w = wu + wo

-3-3 1995
6 ) (5 [ITE,1995] .
d = d1 k f + d 2

)(5

) d (5 ) (
) ( k f 7 8 d 2
9.
1 Hurdle
2 Teply
3 Akcelik
4 Poisson Distribution
5 First In Fires Out
6 Average Delay per Vehicle for a Lane Group
7 Adjustment factor for the effect of the quality of progression
8 Coordinated Signals
9 Incremental, or random delay

)(6

g
1
c

1 Min(1, X )
c

)(7

240 X
C .t e

1) +
2

(X

d1 = 0.5 c

d 2 = 15t e ( X 1) +

q gr
1
fp
q

= kf
g
1
c

)(8

V
) (7) (6 )(8 c ) ( g ) ( X
C

) ( t e . ) ( q gr
) 1 ( q ) ( f p

) ( .

-4-3

)(9
[Akelik,1980] .

)(9

+ T ( X 1) + ( X 1) 2 + 12( X X )

CT
4

1 e
c
d = du + do = c
2

X X sg
X = 0.67 +

600

) T (9 ) ( s ) (
) (7) (6 ) (8.

1 Arrival flow during the green interval

2 Supplemental adjustment factor
3 Australian Road Capacity Guide

 -5-3 2000
1994 . 1
1996 2 . 3
4 1996 1985 1994
5 1994
].[Kang,2000
6 1997 1994
2000 ] .[Fambro,1997
) (12) (11) (10 ) (13 ].[TRB,2000
d = d1 (PF ) + d 2 + d3

)(10

)(11

g
1
C

1 Min(1, X )
C

cT

( X 1)2 + 8kIX

)(12

d1 = 0.5 C

d 2 = 900T ( X 1) +

(1 P ) f p

)(13

g
C

= PF

) (10 ) d (13 ) ( d1
) ( d 2 ) (
) (
d 3 .
k ) ( 0/5 7
0/5 0/04 I .
8 1/0 .
)1 Daniel et al. (1996
2 Non-Random Arrivals
)3 Braun and Ivan (1996
)4 Prevedouros and Koga (1996
)5 Progression Factor (PF
)6 Fambro and Rouphail (1997
7 Pre-timed Signals
8 Upstream Filtering/Metering Adjustment Factor

 P f p )(44-2
PF . 1 .

.
) 3/2(

.
1/0 . 1/0
.

-6-3

1375 )(53-2
] .[1375 ) c (53-2 ) ( g e
) ( V ) ( W
) ( s ) (
350 440 a 25 45 .
420 s a 43/4 0/50 .

(c g ) 2

V
d =
(+ a
)2
g
) 2c(1 V

(s W )

s
W
c

)(53-2

-3 :
.
.

.

1 Progression adjustment Factor

2
Institute for Transport Studies and Research at Sharif University of Technology

 ][TRB,2000
.
1 2
.
.
.
.

.
) (x 1 )( )( 1
. ) (x 1
] .[TRB,2000 )( .

.

-4 :
-1-4
) (c
) (ge ) (V
.
) (W
) (s 420 ][1375 428
] .[1375 1-145
) (C ) (1 ) (x ) (2 .
g
s W
c

)(1

V
V
=
C g

s W
c

)(2

=C

=x

The Floating Car Method

Average Stopped Delay

1
2



. 1 ) (dObserved . )(3
) (d1 ) ( d2
. ) (d1 ) (4
) (5 .
d = d1 + d 2

)(3

) (c g e

= d1

)(4

)(5

d 2 = d Observe d1

-2-4

. 20 7
SPSS .
x
) (x ) (x-1 ) (1 . n ) (x)(x-1
d2 ) (5 .
) (x
) (x-1 . ) (2 .
n ) (x) (x-1 d2
n ) (x) (x-1
n ) (x) (x-1 .

1 Dependent Variable

 ) (1
R2

45/47

141/15

0/51

64/13

96/65

0/79

68/74

65/39

0/77

51/57

43/75

0/78

64/55

447/26

0/59

26/60

876/04

0/23

16/52

1609/37

11/65

2748/75

+ ax

) (c g e
2

(c g e ) + ax 2

= d = d1 + d 2

= d = d1 + d 2

2
(c g e ) + ax3
= d = d1 + d 2
2
(c g e ) + ax 4
= d = d1 + d 2
2

)(c ge ) + a( x 1

= d = d1 + d 2

2
(c g e ) + a( x 1) 2
= d = d1 + d 2
2
(c g e ) + a( x 1) 3
= d = d1 + d 2
2
(c g e ) + a (x 1)4
= d = d1 + d 2
2

) (3
) (3 . )(x
) (x-1 .
. .
HCM ) (4 .
) (2
R2

-2/88

7/29

-92/22

159/35

1/48 0/76

0/35

7/27

24/06

2/18

54/39

1/48 0/75

7/27

24/06

54/39

14/32

-2/8

529/81

-168

-0/32

533/42 0/03

-184/5

18/18

0/75

0/75

4/18 0/76

)(c g e ) + (ax 2 + bx

= d = d1 + d 2

2
) (c g e ) + ( ax 3 + bx 2 + cx
= d = d1 + d 2
2
)(c g e ) + (ax 3 + cx
= d = d1 + d 2
2
) (c g e
2
= d = d1 + d 2
)+ a ( x 1) + b ( x 1
2
) (c g e
3
2
= d = d1 + d 2
)+ a ( x 1) + b ( x 1) + c ( x 1
2

10

 ) (3
t

R2

0/75

11/43

10/88

2/63

75/63

+ ax b

0/75

11/35

4/26

1/79

14/83

) + ae (bx

) (c g e
2

= d = d1 + d 2

) (c g e
2

= d = d1 + d 2

0/75

69/84

1262/60

) (c g e ) + a log(x

= d = d1 + d 2

0/75

11/13

17/65

0/815

390/30

(c g e ) + a(x 1)b

= d = d1 + d 2

0/75

11/35

12/86

1/79

89/24

-13/51

-513/89

2
])(c g e ) + ae[b( x1
= d = d1 + d 2
2
)(c g e ) + a log(x 1
= d = d1 + d 2
2

) (4
R2

0/79

66/11

222/68

(c g e ) + a (x 1) + (x 1)2 + 4 x

= d = d1 + d 2

-3-4
) (5
.
) (5

(c g e ) + 65.4 x 3

= d = d1 + d 2

(c g e ) + 43.75 x 4

= d = d1 + d 2

)(c g e ) + 447.25( x 1

= d = d1 + d 2

11

] (c g e ) + [529.8(x 1) 168(x 1)2

= d = d1 + d 2

) (c g e ) + 1262.6 log(x

= d = d1 + d 2

(c g e ) + 390.3(x 1)0.815

= d = d1 + d 2

(c g e ) + 222.7 (x 1) + (x 1)2 + 4 x

= d = d1 + d 2

-4-4
20 .
] .[1384
) (5 ) (6
.
) (6

)(

)(

)(

)(

)(

)(

)(

245

252

252

252

245

234

247

192

131

144

138

137

128

140

163

128

126

134

126

126

120

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212

125

120

114

114

112

149

171

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)(

) (7
. ) (8

) ( 1

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.

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 ) (7 ) (
7

1.23

1.27

1.27

1.27

1.23

1.17

1.24

0.98

1.08

1.02

1.02

0.96

1.06

1.24

1.06

1.11

1.10

1.10

1.06

1.01

1.10

0.92

0.89

0.84

0.84

0.82

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1.26

) (8

) ( 1

0.06

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0.11

0.11

0.09

0.04

0.19

-5:
3 )(9
.
) (9

(c g e ) + ax 4

)(c g e ) + a( x 1

= d = d1 + d 2

= d = d1 + d 2

(c g e ) + a (x 1) + (x 1)2 + 4 x

= d = d1 + d 2

.

.
.

13

: -6
.1376 5 " - 145 -1 " -1
" " -2
.1384
05-75 -3
.1375
4- Akelik, R., Time-Dependent Expressions for Delay, Stop Rate and Queue Length at Traffic
Signals, Internal Report AIR 367, Australian Road Research Board, Vermont South, Victoria,
1980.
5- Akcelik, R., The Highway Capacity Manual Delay Formula for Signalized Intersections, ITE
Journal, March 1988.
6- Akcelik, R. and Rouphail, N. M., Estimation of Delays at Traffic Signals for Variable Demand
Conditions, Transportation Research B, Vol. 27B, No. 2, 1993.
7- Fambro, D. B., and Rouphail, N. M., Generalized Delay Model for Signalized Intersections and
Arterial Streets, Highway Capacity Issues and Analysis, Transportation Research Record 1572,
Transportation Research Board, p. 112121, Washington, D.C., 1997.
8- Fu, L. and Hellinga, B., Delays Variability at a Signalized Intersections, Paper presented at the
TRB, 79th Annual meeting of the Transportation Research Board, Washington, D.C., USA, .
9- Hurdle, V. F. 1984. Signalized intersection delay modelAprimer for the uninitiated. In Traffic
Capacity and Characteristics. (Transportation Research Record 971). Washington, D.C.:
Transportation Research Board. p. 96105.
10- ITE, Canadian Capacity Guide for Signalized Intersection, Second Edition, S. Teply Editor,
Institute of Transportation Engineers, District 7, Canada, 1995.
11- Kang, Y., Delay, Stop and Queue Estimation for Uniform and Random Traffic Arrivals at FixedTime Signalized Intersections, Dissertation for the degree of Doctor of Philosophy, Virginia
Polytechnic Institute and State University, Blacksburg, Virginia, USA, 2000.
12- Kamarajugadda A., and Byungkyu B., Stochastic Traffic Signal Timing Optimization, Center
for Transportation Studies, University of Virginia, UVACTS-15-0-44, Charlottesville, USA, 2003.
13- McShane, W. R. and Roess, R. P., Traffic Engineering, Pearson Prentice Hall, Pearson
Education, Inc., New Jersey 07, .

14

14- T Martin, P. and Perrin, J., Real Time Measures of Effectiveness, Department of Civil and
Environmental Engineering of University of Utah Traffic Lab, Salt Lake City, Utah, USA, 2003.
15- Teply, S. and Evans, G. D., Evaluation of the Quality of Signal Progression by Delay
Distributions, Transportation Research Record 1225, TRB, National Research Council, Washington,
D. C., 1989.
16- TRB, Highway Capacity Manual 2000, Transportation Research Board, Chapter 16, National
Research Council, Washington, D.C., USA, 2000.
17- Webster, F. V. 1958. Traffic Signal Settings. (Road Research Technical Paper No. 39). London:
Her Majestys Stationery Office.
18- Webster, F. V. & Cobbe, B. 1966. Traffic Signals. (Road Research Technical Paper No. 56).
London: Her Majestys Stationery Office.

15