最小化人車延滯行人專用時相路口號誌最佳化之研究

近年來「人本交通」之理念逐漸盛行，除強調提供人性化之運輸環境，而非過去以車為本體之交通設計方式，也須重視用路者之安全，像是提供一個對行人、自行車等慢行運具的友善交通環境，以達到路權平實。若路口之交通轉向量和行人量會有過多人車衝突，可利用號誌完全分離人車動線，以維持路口安全性，行人可利用獨立時相進行任何方向之穿越，此號誌控制策略即為行人專用時相。過去處理行人專用時相之設計上，為避免此控制策略對行車車輛影響太大，行人通行秒數時間是以行人最小穿越綠燈所計算，意即僅考慮原先就在路口處等候穿越的行人，並無考慮到行人流動和行人績效，更無達到路權平等之實。因此，本研究在行人專用時相的環境下，進行行人流相關參數之蒐集與分析，使用複迴歸分析建立行人穿越時間關係式，確認行人啟動延滯秒數和行人緩衝區間等模式參數值，並將行人流參數納入路口號誌最佳化模式進行求解，以建立一套以車輛及行人之整體總延滯為目標函數之數學規劃模式。最佳化模式之設計原理採用群組基礎，將路口動線打散為車輛流動和行人流動，建立流動衝突矩陣，並導入流動時點和有效綠燈時間、損失時間之關係式後，分別進行兩種路型之模式求解流程，輸出結果為各流動起止時點、週期長度、行人平均延滯秒數和車輛平均延滯秒數。本研究以正交路口進行共同開設左轉保護時相和行人專用時相之可能性評估，於幹道和支道交通量、行人量等情境設定下，以週期長度作為可行判斷之依據，建構出可行之交通量組合。最後結論，本研究以臺北市實施行人專用時相之兩種路型作為案例分析對象，將現行時制與本研究推導之時制計畫作績效比較與探討，結果顯示本研究模式之績效結果較原時制較佳。

關鍵字

行人專用時相；行人號誌；號誌最佳化模式；流動衝突矩陣

並列摘要

As humanity-oriented transportation becoming a main stream in recent years, instead of considering only motorized transport modes, it emphasizes on humanized transport environment. We shall attach importance on the safety of road users, including providing a friendly-used environment for pedestrian and bicycles in order to achieve equally right-of-way environment. If there are too many conflicts between turning vehicles and pedestrian, we could use signal control to separate entirely movements between vehicles and pedestrian to maintain the safety. As a consequence, pedestrian can cross the intersection in all directions with exclusive phase which means exclusive pedestrian phase. To avoid the impact of exclusive pedestrian phase, pedestrian crossing time is calculated by minimum green time, which means it only allows pedestrians who stand on the sidewalks and wait for crossing without considering pedestrian flow and pedestrian performance, failing to achieve equally right-of-way as well. Our research collects and analyzes pedestrian flow data under intersections with exclusive pedestrian phase in order to establish pedestrian crossing time with multiple regression model, and estimate pedestrian start-delay value and buffer interval. Developing a signal timing optimization model which is based on minimizing vehicle and pedestrian delays is applied to exclusive pedestrian phase with considering the pedestrian flow that collected by field observation. The optimization model is adopted group-based method, breaking the phases into vehicular movements and pedestrian movement, building a conflict matrix of the junction, and considering the relationship among point of time, effective green time and lost time. Four-legged intersection and T intersection are designed and solved by the model. The outputs would be starting point and ending point of every movement, cycle length, average pedestrian delay and average vehicle delay. Our research also assesses the possibility of implementing both protected left-turn phasing and exclusive pedestrian phase under four-legged intersection. Based on the cycle length solved by optimization model, construct the feasible sets of traffic flow of major road and minor road. Finally, our research selects two types of intersections with exclusive pedestrian phase in Taipei City as case studies to compare and analyze the performance of signal timing between the original one and optimization model. Our research developed signal timing for optimization model with lower delay time for both vehicles and pedestrians, which performance is better than those of the previous signal timing plan.

並列關鍵字

Exclusive pedestrian phase ； Pedestrian Signal ； Signal timing optimization ； Stream-Conflict Matrix

參考文獻

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[19] 劉信宏，混合車流等候結構之號誌分流最佳化模式. 臺灣大學土木工程學研究所，碩士論文，2013年。

[14] 許凱翔，考量自行車流特性路口號誌化最佳模式，國立台灣大學土木工程研究所，碩士論文，2014年。

[37] John LaPlante, Thomas P. Kaeser (2007). “A History of Pedestrian Signal Walking Speed Assumptions”, 3rd Urban Street Symposium June 24-27, 2007 Seattle, Washington.

[24] Allsop, R. E. (1971). “Delay-minimizing settings for fixed-time traffic signals at a single road junction”, IMA Journal of Applied Mathematics, 8(2), 164-185.

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最小化人車延滯行人專用時相路口號誌最佳化之研究

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