號誌化路口績效評估：行人專用時相與其替代方案

Performance Evaluation of Signalized Intersection: Pedestrian Scramble and Alternative Signal Timing Plan

李炘哲(Hsin-Che Li)

指導教授 ： 許添本

國立臺灣大學/工學院/土木工程學研究所/碩士(2021年)

https://doi.org/10.6342/NTU202100731

摘要

由於近年人本交通觀念的興起，許多號誌化路口為求保障行人安全，以時相完全分隔車流與行人流，即「行人專用時相」。然而，其未必具有實質提升行人安全的效用，行人專用時相的實施使得單一週期過長，而過久的等待時間可能促使行人產生違規闖越的心理。又整體的延滯時間增長，使得車輛駕駛的權益受到負面影響，並非真正地落實路權平權。
本研究探討在有、無實施行人專用時相的情境下以及行人早開時相的使用，對於路口的運作效益以及安全性之優劣比較。以(1)行人延滯時間 (2)車輛延滯時間 (3)衝突發生頻率，此三者做為評估路口績效的指標。將三者共同探討之前，先衡量其時間價值與生命價值，再將其以金錢的概念進行轉換，使之更符合直觀的成本付出感受。
研究對象針對台北市內現行實施行人專用時相之路口，蒐集其分別在實施行人專用時相以及實施一般人車共用時相時的運作績效所需參數。選擇正交十字路口因其較有代表性，且排除了非正交路口或多岔路口等特殊幾何形式其本身對環境所造成的影響。
藉由各種燈號的交通條件需求以及物理性質做為限制式，例如週期長度、車輛最小綠燈時間、行人閃光綠燈時間、綠燈介間時間等，構建一能最小化延滯時間和衝突次數並且設置有行人早開時相之最佳號誌時制方案。將前述「有實施行人專用時相」、「無實施行人專用時相」以及本研究所構建之最佳號誌時制方案進行績效評估的比較與探討。
研究結果發現最佳之號誌時制方案在滿足行人最小綠燈時間、車輛最小綠燈時間以及行人閃光綠燈時間之最小值的情況下，週期愈短則總延滯時間亦愈短。而實施行人早開時相的短週期號誌時制不論在效率方面或是安全性，皆優於現行實施行人專用時相的號誌時制。

關鍵字

行人專用時相 ； 行人延滯 ； 車輛延滯 ； 行人早開時相 ； 績效評估 ； 號誌最佳化

並列摘要

As the concept of “Humanity-Oriented Transportation Development” arise, several intersections are controlled by a specific traffic phase called “pedestrian scramble.” It protects all the pedestrians around the intersection from the conflict against vehicles by time separation; however, there might not come the essential safety level promote. The implementation of pedestrian scramble causes overlong cycle lengths, which implies that longstanding waiting leads to jaywalking behavior. Moreover, the total delay of traffic flow is accordingly increased, which infringes the right of car drivers and scooter riders.
This study puts emphasis upon the performance and the safety level of intersections under different signal time plans, such as pedestrian scramble, non-pedestrian scramble, and leading pedestrian interval. The comparison between the schemes mentioned above is based on (1) pedestrian delay, (2) vehicle delay, and (3) frequency of conflict. These three performance indicators could be discussed together after being converted into a monetary value; that is, the cost of delay and conflict.
Aiming at the existing intersections which apply pedestrian scramble in Taipei City, the study collected the data required for the performance evaluation during two period: the time concurrent pedestrian/vehicle phase was implemented, and the time pedestrian scramble was implemented. Due to the representativeness of orthogonal intersections, non-orthogonal intersections and multi-approach intersections are both excluded as their special geometric forms would cause impact on the traffic.
By Taking traffic conditions and geometric properties as constraints, such like cycle length, minimum green period, pedestrian flashing green, and inter-green time, the study constructed an optimal signal timing plan that minimizes the delay time and the number of conflicts with leading pedestrian interval.
The results showed that once the optimal signal timing plan meets the requirements of minimum green period and pedestrian flashing green, the shorter the cycle length is, the shorter the total delay is. In terms of both efficiency and safety, the short-cycle-length signal timing plan with leading pedestrian interval shows better performance compared with the plan with pedestrian scramble.

並列關鍵字

Pedestrian Scramble ； Pedestrian Delay ； Vehicle Delay ； Leading Pedestrian Interval ； Performance Evaluation ； Signal Optimization

參考文獻

[1] 王文麟 (民國94年)，交通工程學—理論與實用(第五版)，台北縣：國家圖書館出版。

[2] 內政部警政署 (民國109年)，108年度A1類交通事故資料，取自：https://www.npa.gov.tw/NPAGip/wSite/lp?ctNode=12854 CtUnit=2633 BaseDSD=7。

[3] 內政部警政署 (民國109年)，108年度A2類交通事故資料，取自：https://www.npa.gov.tw/NPAGip/wSite/lp?ctNode=12854 CtUnit=2633 BaseDSD=7。

[4] 台北市政府交通局 (民國90年)，行人專用時相設置準則。

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