市區道路混合車道寬度設計準則之研究

Design Criteria of the Mixed Lane Width on Urban Arterial

楊孚仁(Fu-Jen Yang)

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(2007年)

https://doi.org/10.6342/NTU.2007.01280

摘要

車道寬度為構成道路橫斷面的要素之ㄧ，亦是規範各車種行駛空間之依據，且其影響車輛運作之安全與效率甚大，但以往國內對於此部分卻較少進行相關研究與探討，尤以混合車道寬度設計的研究最為缺乏，因此，本研究鎖定市區道路混合車道寬度為研究對象，分析不同寬度下對車流運作安全與效率面的影響，並訂出一套市區道路混合車道寬度設計準則，以提供實務上的參考與使用。
經由調查地點探勘後，挑選出五條具代表性車道寬，分別為3.0 (重慶北路)、3.5 (復興北路)、4.0 (基隆路)、4.5 (松江路)及5.0 (復興南路)公尺，並藉由高樓攝影調查方式記錄車流運作狀況，以室內讀值的方式取得車流量、平均行駛速率、平均方向亂度、機車混合比…等車流資料，後續以基礎構圖、統計檢定、繪製車速分佈圖…等方法來探討混合車道中的車流狀況以及不同車道寬度下其平均行駛速率和車流方向亂度的差異，以了解其在車流運作效率與安全上的表現。分析結果顯示，整體而言，平均行駛速率上以3.5、4.0、5.0公尺表現較佳；平均車流方向亂度上以3.5、4.0公尺表現最佳。而在繪製流量-亂度圖後，發現流量-亂度有ㄧ關係存在，即〝隨著流量的增加，車流方向亂度有逐漸被壓縮於一個穩定值的現象〞，而此關係並非是呈現ㄧ個線性或非線性等類似線型的關係，而是呈現一個〝面型〞的趨勢分佈。
在設計準則訂定上，原欲使用二階段類神經網路為方法論，但經過反覆嘗試後，模式始終不佳，後續檢討其原因，推斷混合車道車流中〝面型〞分佈的特性是致使模式不良的主因。因此，本研究改以利用流量-亂度的特殊關係建立其間之數學關係式，並加以訂定出以下之設計準則：
當混合車道交通量小於4000 veh/hr (或1500 pcu/hr)，混合車道寬度應劃設為3.5公尺；
當混合車道交通量大於4000 veh/hr (或1500 pcu/hr)，混合車道寬度應劃設為4.0公尺。

關鍵字

混合車道 ； 車道寬度 ； 設計準則 ； 方向亂度 ； 類神經網路

並列摘要

Lane width is one of the factors composed of the cross section, it also can regulate the right of way of vehicles, and it affects on driving safety and efficiency significantly. In the past, there is less investigations focus on lane width in Taiwan. For this reason, the subject is focus on mixed lane width to analyze the effects on safety and efficiency of mixed traffic with different mixed lane widths and to draft design criteria of the mixed lane width on urban area for the purpose of engineering application.
Data were collected at five sections of urban arterials in Taipei city, the widths were 3.0, 3.5, 4.0, 4.5 and 5.0 m respectively. The condition of traffic flow was recorded by Digital Vedio survey on the top of buildings, and some parameters of traffic flow can be gotten like traffic flow, average running speed, average degree of disorder, traffic composition…etc. In the next step, using fundamental diagram, statistics test, and speed distribution chart can treat about the traffic flow condition, the difference of average running speed, and average degree of disorder under differential mixed lane widths. The results of analysis shown that 3.5 and 4.0 m had both better condition for average running speed and average degree of disorder. After drawing the flow-degree of disorder chart, the special relationship between flow and degree of disorder can be shown that “As increase of traffic flow, the degree of disorder would be compressed into a stable value gradually”.
The two-stage artificial neuron networks would be as methodology for drafting design criteria originally. However, after the process of trial and error, the model performance was always not good. Finally, we found that the characteristic of surface type distribution of mixed traffic flow should be the main reason. Therefore, taking advantage of the special relationship between flow and degree of disorder to set a mathematical pattern for substituting the artificial neuron network, and apply this mathematical pattern for drawing up the design criteria, the results are followed as：
1. When traffic volume of mixed lane is under 4000 veh/hr (or 1500 pcu/hr), mixed lane width should be designed as 3.5 meter.
2. When traffic volume of mixed lane is over 4000 veh/hr (or 1500 pcu/hr), mixed lane width should be designed as 4.0 meter.

並列關鍵字

Mixed lane ； Lane width ； Design criteria ； Degree of disorder ； Artificial Neuron Networks

參考文獻

16. 林哲立，「巷道減速墊設置準則之研究」，台大土研所碩士論文，民國94年。

17. 孫將瓴，「市區道路小汽車變換車道防撞警示系統之研究」，台大土研所碩士論文，民國95年。

46. 魏健宏、陳奕志，「類神經網路模式在國內交通運輸研究之成果評析」，運輸計畫季刊30卷第2期，民國90年6月。

15. 林育瑞，「利用類神經網路建構機車車流模式之研究」，成大交管所碩士論文，民國91年。

53. Wilhelm Leutzbach, Introduction to the Theory of Traffic Flow, Springer-Verlag Berlin Heidelberg, 1988.