The Comparative Research of One-stage and Two-stage Pedestrian Crossing at Signalized Intersection

• Main Authors: Chung-Hsin Wu, 吳崇歆
• Other Authors: Tien-Pen, Hsu
• Format: Others
• Language: zh-TW
• Published: 2015
• Online Access: http://ndltd.ncl.edu.tw/handle/34345430167220312256

碩士 === 國立臺灣大學 === 土木工程學研究所 === 103 === In Taiwan, there should be set the longer pedestrian green time in one-stage crossing at the intersection with the broader width. It triggers the longer cycle and the higher delays of vehicles and pedestrians. Moreover, there will be the conflict between vehicle and pedestrians. And there was few pedestrian islands to protect those who need to wait for a while when crossing the broad crosswalk. In order to give consideration of safety and effectiveness of all road users, this thesis utilize the two-stage crossing to develop the traffic signal design strategy. Under the premise that giving consideration of safety and effectiveness of all road users and avoiding the conflict of vehicles and pedestrians, this thesis proposes the new type mixed traffic signal design with the idea of humanity-oriented, the mixture of vehicles and pedestrians flow, the application of theory and practice, and the development of traffic control in domestic and international. In comparison of performance between one-stage and two-stage crossing, the thesis applies the formula with the concept of uniform delay and incremental delay to calculate vehicles delays. On the other hand, the pedestrian delay is far different from two-stage to one-stage crossing. In the condition that green time of vehicles and pedestrians and cycle are all decision variables, this thesis analyzes the waiting time and waiting group and with the assistance of time-space diagram to propose the two-stage crossing delay modal for the new type mixed traffic signal design. The thesis take Roosevelt Road and Xinhai Road intersection as a case study. The calculation procedure include three steps: the first is to select the necessary phase, the second is to calculate the time of phase and cycle, and the third is to make use of coefficient to adjust the effectiveness which is prone to vehicles or pedestrians. The results show the total delay declines about 35% to 50% from one-stage crossing to two-stage crossing. Though the green time utility of pedestrian decrease 25%, the design reduces 886 times pedestrian-vehicle conflict per hour. With the concept of effectiveness prone to humanity, in the case of the adjustment coefficient less than 0.5, the green time utility of pedestrian shows an up-trend. While the adjustment coefficient decreases each 0.1, the green time utility of pedestrian increases 1%.