A Design proposal for Signalized Roundabouts signal timing...Geographical Information System” ... • By this way excessive queueing and ... The geometric elements (or components)

A SIGNAL TIMING DESIGN PROPOSAL FOR SIGNALIZED ROUNDABOUTS

DR. YETIS SAZI MURAT

PAMUKKALE UNIVERSITY

DENIZLI-TURKEY

Weekly Seminar Program of Transportation Research Group

09/28/2017

BIOGRAPHY• Working Experience

• 2013- Professor (Tenure Track), Pamukkale University, Dept. of Civil Eng., Turkey

• 2007-2013- Associate Professor, Pamukkale University, Dept. of Civil Eng., Turkey

• 2006-(6 months)- Visiting Scholar, Virginia Politechnic Institute and State University, Falls Church, Virginia, USA

• 2002-2007- Assistant Professor, Pamukkale University, Dept. of Civil Eng., Turkey

• 2000-2002- Research Assistant, Istanbul Technical University, Faculty of Civil Eng., Istanbul, Turkey

• 1994-2000- Research Assistant, Pamukkale University, Faculty of Eng., Civil Eng. Dept., Denizli, Turkey

•

• Educational Background

• 1996-2001, PhD. in Transportation Eng., Institute of Natural and Applied Sciences, Istanbul Technical University, Istanbul, Turkey

• 1994-1996, MSc. in Civil Eng., Institute of Natural and Applied Sciences, Pamukkale University, Denizli, Turkey

• 1992-1993, English Prep. Class, Institute of Natural and Applied Sciences, Dokuz Eylul University, Izmir, Turkey

• 1988-1992, BSc in Civil Eng., Dokuz Eylul University, Faculty of Eng., Dept. of Civil Eng., Izmir, Turkey

2PRESENTATION BY DR. Y. SAZI MURAT-PAMUKKALE UNIVERSITY-TURKEY- 28.09.2017

PUBLICATIONS

• 2 Book editoral

• 6 Book chapters

• 14 SCI indexed papers

• 14 Other indexed papers

• 43 Conference proceedings

• 7 Other papers

• Traffic Signal Control

• Traffic Operation and

management

• Traffic Flow Theory

• Public Transportation

• Traffic Safety


PROJECTSResearch Projects

• Research Project of the Scientific and Technical Research Council of Turkey (TUBITAK), Project No: INTAG 915, “A Fuzzy Logic Traffic Signal Control Model

for Isolated Signalized Intersections” (Main Researcher, completed), 2002.

• Research Project of the Pamukkale University Scientific Research Center (PAUBAP), Project No: 2003MHF008, “Application of Intelligent Traffic Signal Control

Models on Real Intersections” (Director of the project, completed).

• Research Project of the Pamukkale University Scientific Research Center (PAUBAP), Project No: 2003MHF006, “Estimation of Earthquake Losses using

Geographical Information System” (Main Researcher, completed), 2006.

• Research Project of the Pamukkale University Scientific Research Center (PAUBAP), Project No: 2003MHF009, “Traffic Control and Network Management”

(Main Researcher, completed).

• Research Project of the Scientific and Technical Research Council of Turkey (TUBITAK), Project No: 105G090, “Crime Analysis Modelling at Denizli Province”

(Main Researcher, completed), 2009.

• Research Project of the Scientific and Technical Research Council of Turkey (TUBITAK), Project No: 110M677, “Investigation of Driver Behavior Effects on

Capacity and Intersection Performance at Urban Roads” (2011-2014)

• Research Project of the Scientific and Technical Research Council of Turkey (TUBITAK), TEYDEB, "Development of Full Adaptive Traffic Signal Control System

for Isolated and Coordinated Signalized Intersections" (2010-2012)

•

• EU Projects

• Title: EURO-GIS: Mobility for Civil Engineering Students (as Coordinator with Selcuk TOPRAK)

• Project Type: Leonardo Da Vinci Program (Project No: TR/04/A/F/PL2-029)

• Period: 2 years (completed)

• Funding agency: European Commission-The Centre for European Union Education and Youth Programs in Turkey


THESIS SUPERVISEDSupervised MSc. Thesis:

• Demirkollu, M. (2017). “Determination of Bus Service Frequency by Linear Goal Programming” MSc. Thesis, Pamukkale University Institute of Natural and Applied Sciences,

18.04.2017, Denizli, Turkey

• Altintas, N.C., (2017). `Development of a Database with GIS for Construction, Maintenance and Repair of Urban Roads` MSc. Thesis, Pamukkale University Institute of Natural

and Applied Sciences, 08.01.2017, Denizli, Turkey

• Sunnetci, H., (2017). `Investigation of the Relation of Delay parameter (k) and Cycle Time at Signalized Intersections`, MSc. Thesis, Pamukkale University Institute of Natural and

Applied Sciences, 12.05.2017, Denizli, Turkey

• Topcuoglu, D. (2017). `Modelling Flow Rutting on Pavements with Finite Element Method` MSc. Thesis, Pamukkale University Institute of Natural and Applied Sciences,


• Cakici, Z., (2014) “Investigation of Design Procedure of Roundabouts with Signals “, MSc. Thesis, Pamukkale University Institute of Natural and Applied Sciences, 11.07.2014,

Denizli, Turkey

• Demirkiran, O. , (2013) `Investigation of Level of Services at Pedestrian Areas` MSc. Thesis, Pamukkale University Institute of Natural and Applied Sciences, 05.12.2013, Denizli,

Turkey

• Yaslan, G. (2012). "Fuzzy Logic based Ramp Metering Model for Freeways and Highways", MSc. Thesis, Pamukkale University Institute of Natural and Applied Sciences,


• Saldiroglu, S. (2010). “A GIS based Village Roads Management Model for Monitoring, Maintenance and Repairing Purposes”, MSc. Thesis, Pamukkale University Institute of

Natural and Applied Sciences, 22.07.2010, Denizli, Turkey

• Şekerler, A. (2008). “Analysis of Traffic Accidents using Fuzzy Clustering Approach”, MSc. Thesis, Pamukkale University Institute of Natural and Applied Sciences, 23.07.2008,

Denizli, Turkey.

• Uludağ, N., (2005). “Route Choice Behavior Modelling of Road Users at Denizli Urban Road Network", MSc. Thesis, Pamukkale University Institute of Natural and Applied

Sciences, 04.08.2005, Denizli, Turkey

• Başkan, Ö., (2004). “ Modelling Vehicle Delays at Isolated Signalized Intersections using Artificial Neural Networks" , MSc. Thesis, Pamukkale University Institute of Natural and

Applied Sciences, 30.06.2004, Denizli, Turkey. (Awarded by Turkish Road Association as MSc. Thesis for the year of 2005)

Supervised PhD. Thesis:• Cetin, M. (2015). “Mathematical modeling of Saturation Flow at Signalized Intersections”. Ph.D. Thesis, Pamukkale University Institute of Natural and Applied Sciences, Denizli,

Turkey.

• Uludağ, N., (2010). “Modelling of Bus Lines using Fuzzy Optimization and Linear Goal Programming” Ph.D. Thesis, Pamukkale University Institute of Natural and Applied

Sciences, 21.07.2010, Denizli, Turkey.


TURKEY, PAMUKKALE UNIVERSITY AND DENIZLI


Elazig


WHERE I AM LIVING?


PAMUKKALE-DENIZLI


HIERAPOLIS


PAMUKKALE UNIVERSITY

https://youtu.be/rBmO7m2LbQQ PAU

• 61311 Students

• 1913 Academicians

• 1490 Other Staffs

• 70 acres Campus

11

MY

OFFICE

PRESENTATION BY DR. Y. SAZI MURAT-PAMUKKALE UNIVERSITY-TURKEY- 28.09.2017

https://youtu.be/rBmO7m2LbQQ

RESEARCH OUTLINE

• Aim

• Concept

• Roundabouts with Signal

• Design Procedure

• The Proposed Approach

• Analysis

• Results

• Discussions


AIM OF THE STUDY

• To discuss the problem of signal timing assignment for signalized roundabouts.

• To propose a signal timing procedure for staged controlled signalized

roundabouts.

• By this way to reduce delays of vehicles.


CONCEPT

• The signal timing assignment were studied by observing at signalized

roundabouts of Turkey.

• A signal timing formula for storage area of central island was proposed.

• The formula is tested considering different cases.

• The VISSIM software was used for validation search of the proposed formula.

• The obtained results were compared.


ROUNDABOUTS


ADVANTAGES OF ROUNDABOUTS

• Reduce number of conflicts,

improve traffic safety

• Increase Capacity

• Reduce vehicle delays

• Less expensive for operation cost

• Less space requirements (based

on the location and application)


DISADVANTAGES• It is not suitable for busy city networks

• It is not suitable for unbalanced

demand cases.

• Annoys drivers who just want to

bypass


TRAFFIC SIGNAL APPLICATIONS ON ROUNDABOUTS

• Federal Highway Administration’s roundabout informational guide (7) states

“roundabouts should never be planned for metering or signalization.”

However, the guide does concede that “unexpected demand” may require

signalization after a roundabout is constructed.

• The FHWA guide goes on to describe three signalization alternatives to be

considered should unexpected demand suggest the need for signals: (1)

metering, (2) nearby pedestrian signals, and (3) full signalization of the

circulatory roadway.


ROUNDABOUT METERING

• It is applied for unbalanced flow

patterns and high demand cases

• It has been used to create gaps in the

circulating flow

• By this way excessive queueing and

delays can be prevented

• It is first used in Australia.

• The pictures are from an application in

Australia.


FULLY MOUNTED SIGNALS

Width of an approach lane: 3.5 m

38 m

North

Approach

South

Approach

East

Approach

West

Approach

Width of a circulation lane: 4 m

• Integration of signalized

intersection and

roundabout

• All arms and circulation

area have signals

• Two cases:

Increase in demand

and

Violation of traffic rules


SAMPLE FROM DENIZLI, TURKEY


SOFTWARES FOR MODELLING ROUNDABOUTS


SIDRA FOR ROUNDABOUTS

• SIDRA is originally from Australia, developed by Dr. Rahmi AKCELIK.

• SIDRA INTERSECTION is the most popular software for roundabouts (multi-lane and

single-lane) and other intersections in the USA and Canada, Australia and New

Zealand, South Africa, Malaysia, and many countries in Europe, Arabian Peninsula,

South America and elsewhere around the world.

• Roundabouts

• Roundabout Metering

SOFTWARES FOR MODELLING ROUNDABOUTS


LITERATURE

• Akcelik (2005, 2006), Natalizio (2005) -Roundabout Metering

• Brabender and Vereeck (2007), Qian et al (2008),- Safety and capacity issues

• Bai et al. (2010)- Effects of cycle time and diameters on vehicle delay

• Tracz and Choudr (2012)-Different Type of Phase Plan

• Maher (2008), Ma et al. (2013), Gokce et al. (2015) -Signal Timing Optimization

• Cheng et al. (2016)- A new model proposal for capacity calculation of Sign.

Roundabouts


PROBLEM DEFINITION

• The problem considered in this research is observed at roundabouts that have storage areas

around the central island and controlled by signalization.

• The reasons :

• improper design of storage area that is not sufficient for left turning traffic volumes

• signal timings.

• If signal timings are designed without sufficient observations of left turning volumes,;

• the storage area in the central island of roundabout may be blocked by left turning flow

• the conflicting flows (such as through flow from other direction) may not be moved until a clearance time for left

turning flow or to switch next phase. This case cause some additional delays of vehicles.

• To handle this problem;

• geometric design

• control system design


Movements are controlled by

Two phase, Three phase, Four Phase.

In Determination of Phase Plans

• Left turning flows,

• Pedestrians,

• Traffic composition (heavy vehicle

rates)

DESIGN OF SIGNALIZED ROUNDABOUTS


Design Parameters

• Geometric condition of intersection

• Traffic volume

• Left turning rate

• Storage area of central island for left turning vehicles

• Signal timing for all vehicles

• Phase Sequence


GEOMETRIC CONDITIONS (DESIGN) OF INTERSECTION

Geometric conditions of intersection have a considerable effects on design.

The geometric elements (or components) of intersection (such as turning radius,

lane width, radius of central island etc.) should meet the required standards.

The design of intersection may have some faults in use of non-standardized

elements. On the other hand, the intersection may serve under- capacity

because of these design faults.


Storage Area of Central Island for Left turning vehicles

The storage area of central island for left turning vehicles should have some specifications.

• The number of circulation lane,

• Dimensions of circulation lanes

The designer should care about these elements and collect the required data from field.

• the left turning traffic volumes and

• heavy vehicle rates

• the variations of traffic volumes


Sample roundabout from Denizli, Turkey


Traffic Volumes of Left Turning vehicles

Left turning traffic volumes have some considerable effects on design of signalized

roundabouts.

• The number of vehicles and

• Traffic composition

should be observed for a proper design.

•The rate of heavy vehicles for left turning traffic volumes


SIGNAL TIMING

The proper signal timing design

has a great importance on intersection control system performance.

• There is no specific software or design guide for signalized roundabouts.


Design Stages

1. Design the signal timings regarding traffic volumes on the approaches

2. Determine the cycle time and green times for the flows on theapproaches

3. Calculate the number of cycles in an hour

4. Divide the biggest left turning volumes to the number of cycles for eachphase.

5. Determine the number of lanes in the circulation area and divide thenumber obtained in step 4 to the number of lanes.

6. Calculate the departing times of vehicles in the circulation area (lanes)

7. Calculate the green time for central island

8. Add the green time for central island to the cycle time.


Signal Timing Formula for Central Island of Roundabout

Where;

Φ : green time of central island (sec),

α : the lost times of departing vehicles in queue (sec),

n : the number of lines in storage area,

λ : departing headways of vehicles (sec),

𝜀 : calibration coefficient for signal timing

Φ = 𝛼 + 𝑛 − 1 ∗ 𝜆 + 𝜀


35

𝑛 =𝑞𝐿

(𝑛𝑐∗𝑛𝑆𝐿)

Φ = 𝛼 + 𝑛 − 1 ∗ 𝜆 + 𝜀

Φ : green time of central island (sec),

α : the lost times of departing vehicles in the storage area (sec),

n : the number of lines in storage area,

λ : departing headways of vehicles (sec),

𝜀 : calibration coefficient for signal timing

qL: left turning traffic volume (vph),

nc: the number of cycle in an hour (nc= 3600/C),

nSL: the number of lane in the storage area

𝜀 =𝑞𝐿

𝑡𝐶𝑎𝑑𝑑 ∗ 𝑛𝑆𝐿∗ 2 𝑡𝐶𝑎𝑑𝑑 = [

3600

𝐶𝑛𝑒𝑤 − 𝐶

tcadd represents an additional timing that occurs an increase of cycle time

𝐶 =1.5𝐿 + 5

1 − 𝑌

𝐶𝑛𝑒𝑤 = 𝐶 + Φ


THE PROPOSED APPROACH


SCENARIOS

• Scenario I: In the first scenario, the traffic volumes are regarded with the existing

signal timings and phase sequencing (four phase) for the intersection

• Scenario II: In the second scenario, the same phase sequencing (four phase) is used

with signal timings obtained by the proposed formula.

• Scenario III: The third scenario includes three phased management and existing cycle

times.

• Scenario IV: Three phased management and the signal timings optimized by the

SIDRA is used in the last (fourth) scenario.


SCENARIOS

• Base traffic volumes are observed from the field.

• Based on this volumes, some experimental study is made.

• The traffic volumes in the E-W directions are increased and decreased by

regarding different rates. (between 0% and 50%)

• The left turning flow rates are also varied between the ranges of 10% and

60 %.

• Two and three circulation lanes are taken into consideration.


TRAFFIC VOLUMES

Movement

Type

O-D

Directions

Low Demand (base values) High Demand (base values)

Car (vph) Heavy

Veh.

(vph)

Total

(vph)

Car (vph) Heavy

Veh.

(vph)

Total

(vph)

W-E 848 105 953 1015 101 1116

Through E-W 994 86 1080 1293 82 1375

N-S 182 20 202 231 10 241

S-N 86 4 90 90 3 93

W-E 11 0 11 20 0 20

Right Turn E-W 66 4 70 157 18 175

N-S 49 0 49 45 2 47

S-N 35 0 35 41 1 42

W-E 86 21 107 101 25 126

Left Turn E-W 102 26 128 138 34 172

N-S 22 6 28 26 6 32

S-N 11 3 14 12 3 15

Total (vph) 2493 274 2767 3169 285 3454

Sampl

e No

Approach

Direction

Variation Rate

in Traffic

Volume (%)

Left

Turning

Rate (%)

Sampl

e No

Approach

Direction

Variation Rate

in Traffic

Volume (%)

Left

Turning

Rate (%)

1 E - W 50 %

Decreased

10 29 E - W N/A 50

N - S N/A 10 N - S N/A 10

7 E - W 50 %

Decreased

40 34 E - W 25 % Increased 20

N - S N/A 10 N - S N/A 60

12 E - W 25 %

Decreased

10 37 E - W 25 % Increased 40

N - S N/A 60 N - S N/A 10

15 E - W 25 %

Decreased

30 42 E - W 50 % Increased 10

N - S N/A 10 N - S N/A 60

19 E - W 25 %

Decreased

50 47 E - W 50 % Increased 40

N - S N/A 10 N - S N/A 10

24 E - W N/A 20 50 E - W 50 % Increased 50

N - S N/A 60 N - S N/A 60


MOVEMENT NUMBERS AND PHASE SEQUENCE

7 8 9

6

45

321

12 11 10

13 14


CYCLE DIAGRAM

1 35 5 2 10 4 78 4 2

2

3

4

5

6

7

8

9

10

11

12

13

14

41

Cycle Diagram of Sample Case 1- Existing signal timings


SAMPLE CASESSample Cases

Number of Storage

area lanes

(lane)

Total Traffic Volume

(veh/hour)

East Approach West Approach North Approach South Approach

A.V.-L.T.V*

(veh/hour)

A.V.-L.T.V*

(veh/hour)

A.V.-L.T.V*

(veh/hour)

A.V.-L.T.V*

(veh/hour)

1 2 2180 959 - 383 803 - 321 279 - 28 139 - 14

2 2 3354 1598 - 320 1339 - 268 279 - 28 139 - 14

3 2 3354 1598 - 320 1339 - 268 279 - 167 139 - 83

4 2 3942 1917 - 192 1607 - 161 279 - 167 139 - 83

5 2 1962 861 - 431 631 - 316 320 - 32 150 - 15

6 2 2708 1292 - 387 947 - 284 320 - 32 150 - 15

7 2 2708 1292 - 387 947 - 284 320 - 192 150 - 90

8 2 4200 2153 - 215 1578 - 158 320 - 32 150 - 15

9 2 4946 2583 - 258 1893 - 189 320 - 32 150 - 15

10 2 2180 959 - 383 803 - 321 279 - 167 139 - 83

11 2 2180 959 - 479 803 - 402 279 - 28 139 - 14

12 2 2180 959 - 479 803 - 402 279 - 167 139 - 83

13 2 2767 1278 - 383 1071 - 321 279 - 28 139 - 14

14 2 2767 1278 - 383 1071 - 321 279 - 167 139 - 83

15 2 3942 1917 - 192 1607 - 161 279 - 28 139 - 14

16 2 1962 861 - 431 631 - 316 320 - 192 150 - 90

17 2 3454 1722 - 344 1262 - 252 320 - 32 150 - 15

18 2 3454 1722 - 344 1262 - 252 320 - 192 150 - 90

19 2 4200 2153 - 215 1578 - 158 320 - 192 150 - 90

20 3 2180 959 - 383 803 - 321 279 - 167 139 - 83

21 3 2767 1278 - 383 1071 - 321 279 - 28 139 - 14

22 3 3354 1598 - 320 1339 - 268 279 - 167 139 - 83

23 3 3942 1917 - 192 1607 - 161 279 - 167 139 - 83

24 3 1962 861 - 431 631 - 316 320 - 32 150 - 15

25 3 2708 1292 - 387 947 - 284 320 - 192 150 - 90

26 3 3454 1722 - 344 1262 - 252 320 - 192 150 - 90

27 3 4946 2583 - 258 1893 - 189 320 - 32 150 - 15

28 3 4946 2583 - 258 1893 - 189 320 - 192 150 - 90

29 3 2180 959 - 479 803 - 402 279 - 28 139 - 14

30 3 2767 1278 - 383 1071 - 321 279 - 167 139 - 83

31 3 2708 1292 - 387 947 - 284 320 - 32 150 - 15

*A.V.: Approach Volume L.T.V.: Left Turning Volume 42PRESENTATION BY DR. Y. SAZI MURAT-PAMUKKALE UNIVERSITY-TURKEY- 28.09.2017

RESULTS

Sa

mple

Ca

ses

Ex

isting

Sig

na

l Tim

ing

s

(sec)

Improved Signal Timings(sec)

Cycle Times (sec) Average Vehicle Delay (sec/veh)

West

–Ea

st

Gre

en

Tim

ing

(sec)

Sto

rage

Are

a

Gre

en

Tim

ing

(sec)

Nort

h G

reen

Tim

ing

(sec)

Sout

h G

reen

Tim

ing

(sec)

Existing

Impro

ved

Existing

Impro

ved

1

West

–Ea

st G

reen

Tim

ing: 40 –

50

Sto

rage A

rea G

reen

Tim

ing: 74

Nort

h G

reen

Tim

ing: 20

Sout

h G

reen

Tim

ing: 23

17 – 21 53 12 8 140 90 * 51.54

2 43 – 52 57 15 9 140 125 143.03 111.44

3 43 – 52 62 18 11 140 130 * 116.66

4 46 – 54 55 16 11 140 125 136.64 55.96

5 14 – 19 50 12 9 140 85 154.48 47.72

6 25 – 32 52 12 8 140 100 151.57 72.27

7 23 – 30 59 16 11 140 105 * 116.91

8 42 – 57 52 13 8 140 125 129.81 77.07

9 43 – 58 51 11 8 140 125 146.07 112.92

10 18 – 22 57 15 9 140 95 * 55.48

11 18 – 22 57 12 8 140 95 * 84.68

12 18 – 23 61 15 9 140 100 * 118.17

13 26 – 30 54 13 8 140 100 * 101.64

14 29 – 33 56 14 9 140 105 * 107.91

15 48 – 56 48 12 8 140 120 133.36 47.12

16 14 – 19 55 14 10 140 90 * 51.42

17 40 – 50 59 15 9 140 125 124.57 110.64

18 41 – 51 63 17 11 140 130 * 117.01

19 41 – 55 59 17 11 140 130 135.83 101.22

20 18 – 22 52 13 9 140 90 140.38 71.40

21 33 – 37 52 12 9 140 105 132.51 98.56

22 47 – 55 59 16 11 140 130 120.31 102.35

23 45 – 54 55 16 11 140 125 124.38 81.73

24 16 – 20 49 10 8 140 85 165.51 76.49

25 25 – 32 57 15 11 140 105 141.19 114.78

26 39 – 47 57 15 11 140 120 126.51 102.96

27 45 – 60 54 14 9 140 130 145.88 88.87

28 46 – 61 58 16 11 140 135 150.13 109.45

29 21 – 25 49 10 8 140 90 226.25 119.70

30 33 – 37 57 15 11 140 110 136.37 114.41

31 25 – 33 51 12 8 140 100 136.59 110.55

*: Average vehicle delay > 250 sec/veh All red time: 4+4=8 sec Yellow time: 2+2=4 sec (at the start and end of the each phase)


COMPARISONS - GREEN AND CYCLE TIMES

74 sec-Existing140 sec-Existing


COMPARISONS- VEHICLE DELAYS


COMPARISONS- DEGREE OF SATURATION


SIMULATIONS

BEFORE AFTER


SIMULATIONS CASE I- 300TH SEC.

BEFORE AFTER



BEFORE AFTER



BEFORE AFTER


COMPARISONS OF SCENARIOS

The numbers shows the cases that have delay values that are less than 120 sec/veh


RESULTS

• A signal timing design proposal

• The central island of roundabouts

• Circulating traffic flows

• Aims

• To reduce vehicle delays,

• To make some discussions on design procedure.


RESULTS

• The formula proposed

• deals with the circulating flows

• staged phase sequencing (i.e. storage and circulated)

• Validation gives some encouraging results.

• The results showed that design of the storage area of central island is critical.


RESULTS

• Driver behaviors

• Traffic composition (esp. heavy vehicle rates)

• Simulations show that about 36% (average) decrease in vehicle delays may

be obtained only using the proposed formula.

• Besides to delay the LOS may also be increased for the intersection.

• Cycle times may be improved in the same manner


DISCUSSIONS

• Validation of the formula may be expanded including some extreme cases

including different geometries.

• Phase arrangements without regarding traffic volumes (like TranSync) may be

searched.


ACKNOWLEDGEMENT

This research is supported by the Scientific Research Project Department of

Pamukkale University and the Scientific and Technical Research Council of

Turkey (TUBITAK) while he was at University of Nevada, Reno as a visiting

scholar. These supports are appreciated.


REFERENCES

• Akcelik, R. (2005) Capacity and Performance Analysis of Roundabout Metering Signals, TRB National Roundabout Conference, Vail-Colorado.

• Akcelik, R. (2006) Operating Cost, Fuel Consumption and Pollutant Emission Savings at a Roundabout with Metering Signals, 7th International

Congress on Advances in Civil Engineering (ACE 2006), İstanbul-Turkey.

• Bai, Y., Chen, W., Xue, K. (2010) Association of Signal-Controlled Method at Roundabout and Delay, 2010 International Conference on

Intelligent Computation Technology and Automation, 1, Changsha, IEEE, 816-820.

• Brabender, B. D., Vereeck, L. (2007) Safety Effects of Roundabouts in Flanders: Signal Type, Speed Limits and Vulnerable Road Users, Accident

Analysis & Prevention, 39 (3), 591-599.

• Cakici, Z. (2014) The Investigation of Design Principles of Signalized Roundabouts, MSc Thesis, Pamukkale University, Institute of Natural and

Applied Sciences, Denizli, Turkey, 207 p.

• Cheng, W., Zhu, X., Song, X. (2016) Research on Capacity Model for Large Signalized Roundabouts, Procedia Engineering, 137, 352-361.

• Coelho, M. C., Farias, T. L., Rouphail, N. M. (2006) Effect of Roundabout Operations on Pollutant Emissions, Transportation Research Part D:

Transport and Environment, 11 (5), 333-343.

• Gardziejczyk, W., Motylewicz, M. (2016) Noise Level in the Vicinity of Signalized Roundabouts, Transportation Research Part D: Transport and

Environment, 46, 128-144.

• Gokce, M. A., Oner, E., Isık, G. (2015) Traffic Signal Optimization with Particle Swarm Optimization for Signalized Roundabouts, Simulation:

Transactions of the Society for Modeling and Simulation International, 91 (5), 456-466.

• Gross, F., Lyon, C., Persaud, B., Srinivasan, R. (2013) Safety Effectiveness of Converting Signalized Intersections to Roundabouts, Accident

Analysis & Prevention, 50, 234-241.


REFERENCES

• Johnnie, B. E., Ahmed, A., Iman, A. (2012) Extent of Delay and Level of Service at Signalized Roundabout, International Journal of Engineering &

Technology, 2 (3), 419-424.

• Ma, W., Liu, Y., Head, L., Yang, X. (2013) Integrated Optimization of Lane Markings and Timings for Signalized Roundabouts, Transportation

Research Part C: Emerging Technologies, 36, 307-323.

• Maher, M. (2008) The Optimization of Signal Settings on a Signalized Roundabout Using the Cross-Entropy Method, Computer-Aided Civil and

Infrastructure Engineering, 23 (2), 76-85.

• Mandavilli, S., Rys, M. J., Russell, E. R. (2008) Environmental Impact of Modern Roundabouts, International Journal of Industrial Ergonomics, 38

(2), 135-142.

• Natalizio, E. (2006) Roundabouts with Metering Signals, Institute of Transportation Engineers 2005 Annual Meeting, Melbourne-Australia.

• Otkovıc, I. I., Dadıc, I. (2009) Comparison of Delays at Signal-Controlled Intersection and Roundabout, Promet – Traffic & Transportation, 21 (3),

157-165.

• Qian, H., Li, K., Sun, J. (2008) The Development and Enlightenment of Signalized Roundabout, 2008 International Conference on Intelligent

Computation Technology and Automation, 2, Hunan, IEEE, 538-542.

• Sisiopiku, V., Oh, H. (2001) Evaluation of Roundabout Performance Using Sidra, Journal of Transportation Engineering, 127 (2), 143-150.

• Tracz, M., Chodur, J. (2012) Performance and Safety of Roundabouts with Traffic Signals, SIIV-5th International Congress - Sustainability of Road

Infrastructures (Procedia - Social and Behavioral Sciences), 53, 788-799.

• Yang, X., Li, X., Xue, K. (2004) A New Traffic-Signal Control for Modern Roundabouts: Method and Application, IEEE Transactions on Intelligent

Transportation Systems, 5 (4), 282-287.


THANKS FOR YOUR PARTICIPATIONS AND PATIENTS

Dr. Yetis Sazi MURAT

Pamukkale University

Faculty of Engineering

Civil Eng. Dept.

20070 Denizli/TURKEY

E-mail: [email protected]

[email protected]

http://www.pau.edu.tr/ysmurat/en


mailto:[email protected]

mailto:[email protected]

http://www.pau.edu.tr/ysmurat/en

Documents

A Design proposal for Signalized Roundabouts signal timing...Geographical Information System” ... • By this way excessive queueing and ... The geometric elements (or components)