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Master-Thesis presentation by ir. R.M. Beentjes

Master-Thesis presentation by ir. R.M. Beentjes. Performance of rush-hour lanes and pluslanes A study to behavioral factors and design factors. About me. Graduated november 1st 2012 Master Transport & Planning ITS Edulab Cooperation between Rijkswaterstaat and TU Delft

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Master-Thesis presentation by ir. R.M. Beentjes

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  1. Master-Thesis presentation by ir. R.M. Beentjes Performance of rush-hour lanes and pluslanes A study to behavioral factors and design factors

  2. 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

  3. Contents • Introduction • Definitions • Background • Performance-indicators • Ex-post evaluation • Experimental setup • Results • Driving simulator study • Experimental setup • Results • Conclusions and recommendations • Future research

  4. Introduction

  5. 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.

  6. 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.

  7. Background • 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

  8. Performance-indicators Lane-flow distribution – regular highway

  9. Performance indicators Lane-flow distribution – rush-hour lane

  10. Performance-indicators Intensity-speed relation

  11. Ex-post evaluation

  12. 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

  13. Experimental setup • Preliminary research • Chosen rush-hour lanes (5): • Chosen pluslanes (5):

  14. 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

  15. 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

  16. Results • Rush-hour lanes - occupation Influence of speed limit: 100 km/h – 120 km/h

  17. Results • Pluslanes - occupation High speed limit + narrow lane

  18. Driving simulator study

  19. 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

  20. Results • Part 1: Car-following behavior • Followers and leaders

  21. Results • Part 1: Car-following behavior • Followers and leaders Desired speed: ± 120 km/h ± 95 km/h

  22. Results Lane change when there is enough space on the rush-hour lane

  23. Results Speed difference is equal, car-following distance decreases linearly

  24. Results Lane change when smallest desired car-following distance is reached

  25. Results • Part 2: Changes in the design • Influence of signaling system (reduced signaling) • Influence of broken markings (instead of continuous) • Influence on occupation analyzed

  26. Results • Part 2: Changes in the design • Determining the occupation per lane Left lane Middle lane Rush-hour lane

  27. Results • No differences at given conditions

  28. Conclusions and recommendations

  29. Conclusions andrecommendations • 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)

  30. 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

  31. Questions / discussion

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