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Posted: August 14th, 2022
Determination of Saturation Flow for Bicycles
Determination of Saturation Flow for Bicycles & Some of the Characteristics and Behaviours of Cyclist at Signal Controlled Junction on segregated cycling lane
- Table of Contents
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2.3 The Main Objectives of the Study
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3.1.1 Exclusive Off – Street Bicycle Lane
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3.1.4 Two-Way Segregated Cycle lanes
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3.2.4 Hold the Left Turning Traffic
3.2.5 Crossing the Cycle Tracks
3.2.6 Cycle Advanced Stop Line (ASLs)
3.2.7 Low Level Cyclist Signals
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3.3 MOVA (Microprocessor Optimised VA)
3.3.1 TRANSYT (Traffic Network and Isolated Intersection Study Tool)
3.3.2 SCOOT (Split Cycle and Offset Optimisation Technique)
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3.4 Factors Effecting the Saturation Flow
3.5 Saturation flow of Cycle Lanes
3.6 Methods of Measuring the Saturation Flow
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3.6.3 The Average Headway Method
3.6.4 Asynchronous Multiple Regression Method
3.6.5 Synchronous Multiple Regression Method
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3.6.6 Other Methods of Measuring the Saturation Flow
3.6.7 Passenger Car Unit (PCU)
3.7 Cyclist Behaviour Signal Controlled Junctions
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4.1 Road Note 34 Method applied to Bicycles
4.4 LOCATIONS AND SCHEMES CONSIDERED
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5.1.2 Flow of Cyclist at Junction Aldgate High Street CS2
5.1.3 Characteristic and behaviour of cyclist at Junction Aldgate High Street CS2
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5.1.4 Saturation flow at Junction Cable Street CS3
5.1.5 Flow of cyclist at Junction Cable Street CS3
5.1.6 characteristic and behaviour of cyclist Junction Cable Street CS3
5.1.7 Saturation flow at Junction New Bridge Street CS6
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5.1.8 Flow of cyclist at Junction New Bridge Street CS6
5.1.9 Characteristic and behaviour of cyclist Junction New Bridge Street CS6
6.1.2 Characteristics and Behavior of cycle lanes at Signal Controlled Junction
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6.1.4 The delays at the CS2 Morning & Evening Peak
6.1.5 The delays at the CS3 Morning & Evening Peak
6.1.6 The delays at the CS3 Morning Peak
8.1 Recommendations for further work
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LIST OF ABBREVIATION
TFL Transport for London
ALS Advanced Stop Line
PCU Passenger Car Unit
CS Cycling Superhighway
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DFT Department for Transport
LCDs London Cycling Design Standards
TRL Transport Research Laboratory
ATC Automatic Traffic Count
MCC Manual Classified Count
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S Saturation Flow
2. CHAPTER: 2
INTRODUCTION
Cycling is becoming more and more popular in London roads, about 700,000 journeys are done daily on cycling and the number of cyclist in London is growing. During peak periods, 2.8% journeys are done in cycling in London; however, the percentage is higher during the rush hours and in central London, significant numbers of cyclist use the commuter routes, which often exceeds 10% of total vehicle flow according (TFL, 2013).
According to Central London Cycle Census, (Tfl, April – May 2013) Over 350,000 cycles were counted across the cycle census site between 06:00-20:00. Cycling was the third largest road based mode across the day in London. In the morning the peak hours, it is the second largest mode pedal cycle 16% after Car/LGV.
Figure 1: Source Central London Cycle Census, (Tfl, April – May 2013)
In this report, we will be determining the saturation flow for cycles at signal-controlled junction this will involve observation of the capacity on the cycle lanes as there no methods yet developed to measure the capacity of the segregated cycle lanes at the signal control junction in the UK.
In this project and report, we will analyze in depth and discuss in details the cycle lanes, which are reaching high level of saturation flow and some of the design features and standards of the cycle lanes in central London. In addition, we will also look into the some of characteristics and behavior of the cyclist at signal-controlled junction.
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Transport for London is committed to making London road safer all road users specially cyclist, according to (TFL, 2017) year 2015 there was 387 cyclists were involved in collation out of 72 of them were seriously injured or killed, in London Network, to reduce these conflicts of cyclist.
Transport for London; have updated the design features at signal-controlled junction and put new safety tips for cyclist and driver’s campaign, and some of safety design features for cyclist, which be discussed in the literature review on this research.
In this research, we will be looking into the saturation flow of segregated cycle lanes and some of the characteristic and the behavior of the cyclist at the signal-controlled junction, how many of this cyclist are using the segregated cycle,
The Cycling conditions in the city have recently found and widely perceived as unsafe in the public eyes and many people that wanted to travel by cyclist are unsure about the safety of the cycling and cycle lanes due to many dangerous incidents and accidents.
In the UK over the past few years there have been many improvements and developments made in the design and infrastructure of Cycling Superhighways which also includes advanced stop line (ALS) this gives the cyclist more space on the carriageway and the raise driver awareness of cyclist.
All of these developments in the design of cycling super highways in London makes cycling more safe more secure and alternative healthy way of travel.
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In most areas average speed of cyclist in London is faster than a motor vehicle, since 2001, there have been 400 percent increase in the number of cycling trips and according to central London cycling census cycling is third largest road based mode across the day in London has 16 % mode share for cycling. (TFL, 2013).
According to TFL (Cycling Design Standard 2016) suggested that the first four Superhighways brought about an average 77 percent increase in cycling on the routes concerned, 30 percent of those cycling trips are new or switched from another mode.
The contribution of the cycling superhighways overall network has increased the number of people using cycling as an alternative healthy way of travel which has been the aspirations set out in the Mayor’s Vision for Cycling (TFL, 2013).
The cycle superhighways program has a large interface with the responsibility of London boroughs and others.
In some cases, where the route is on borough owned roads and there is a needs to be close working between TFL and the boroughs to obtain approvals and buy into any proposals. Transport for London is the highway authority and boroughs are closely involved in the design process because the measures implemented are likely to impact beyond the TFL road network. (TFL, Cycling Design Standard 2016).
Cycling is one of the most important means of transport in some of the cities in Europe; the cities in the Netherlands and Denmark have done more than anyone to promote the use of environmentally friendly mode cycling.
In the Netherlands the bicycle per km is compared to train passenger – km and in Denmark they out number them, in Copenhagen where there are 300 km of cycle track is equal to half the road network length, 25 per cent of trips are done by bicycle, extensive cycling paths have been introduced in several cities.
In many countries and cities, many developments have been projected and concluded in to make cycling paths and priority facilities in cycling highways but progress in this direction has been in general slow. (Urban travel and sustainable development, 1995).
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The transport planners now see the cycling in cities as a means of transport worthy of consideration, there is a strong case for encouraging cycling as environmentally friendly form of transport which can be enjoyable useful and cheap to use healthy lifestyle.
Generally, in the big cities up to 250,000 people use cycling if the topography is flat, more people cycle because distances are shorter, and there is less traffic congestion due to the growing number of people using cycling as an alternative mode of travel that is why a special provision for cycling is made.
The amount of people that will cycle in the future will depend on many factors, in the cities where cycle lanes are not provided the cycling number is low.
However, cities like Copenhagen the research shows that since the introduction of the cycling lanes beside all
Main roads, cycling has doubled and 9 percent of work trips are made on cycling. (Richards 1990).
Only in china does the density of cyclist exceed that of vehicles, with one intersection in Beijing used by over 10,000 cyclists in one hour also we have seen similar cycling improvement in many other cities (Jun Meng Yang, 1985), citied by (Richards 1990).
According to research carried out in Amsterdam 57% of the residents, use a cycle to work, and in Copenhagen 52% cycle to work and in Cambridge 30 % use cycle to work and university. (TFL, CIBS, report 2013).
The growing demand of cycling worldwide and the developments of cycling super highways in the London has made it essential and necessary to know the cycling lane capacity.
The main aim of this project and research is to find out the ways to determine the saturation flow for bicycles at signal-controlled junction, on Segregated Superhighway Cycle lane and look in the some of the characteristics and behavior of the cyclist at signal-controlled junction.
We will be measuring the saturation flow of the cycle lanes and find out the capacity of the cycle lanes. If they are exceeding the capacity of use or not because there is some cycling, lanes in Central London, that reach high level of saturation, follow.
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In order to calculate and measure the saturation flow of bicycles at signal controlled junctions we will be carrying out site visits and will be using a video equipment surveying technics to determine the saturation flow of the segregated cycling superhighways which are saturated and measure capacity of these cycle lanes. In addition, we will look in the behavior of this cyclist at signal-controlled junction.
The saturations flow is important parameters in the planning design and control of a signal-controlled junction. The saturation flow is the maximum flow that can cross an intersection approach at signal controlled or stop line of an approach when there is a green signal and continuous queue of vehicles/cycle.
The number of traffic that would pass the junction at the green signal is the saturation flow is normally, expressed as passenger car unit PCU/hr.
This project and report is based on Exclusive off Street Bicycle Lanes, Cycling Super Highway is Segregated Cycling Superhighways lanes can be either One-way or Two-way cycle lanes, in this research we will look in to both type of the cycle lanes.
In this research we will be focusing on the cycle lanes that are segregated from the other motor vehicles, these cycle lanes can either be One-way or Two – way.
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The cycling lanes is separated by a continuous or bear-continuous physical upstand along links segregated island this separates the motor vehicles, pedestrians and other road users from entering the cycling lane the only users allowed are those with bicycles.
This type of segregated cycling lanes have been recently being constructed in London, as part of mayor’s vision for cycling the aim is to promote cycling safety (Department for Transport DFT 2008).
2.1 BACKGROUND OF THE PROJECT
The main aim of this research is finding the saturation flow of the segregated cycling superhighway lanes at signal control junction, as well as measuring the characterises and behaviour of cyclist using this lanes.
As there are, no method yet developed to work out the saturation flow for cyclist in the UK because most of the methods of working out the saturation flow are based on vehicles only.
And also not much of research is done in terms finding out the saturation flow of segregated cycle lanes, and the characterises and behaviour of this cyclist using the fully segregated cycle lanes one- way and two way cycles,
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In this project, we will be investigating how to measure the saturation flow of the Cycling Superhighway Segregated One-way and Two ways cycling lanes, and measure the capacity of these cycle lanes when they are saturated. In addition, we will also look into the some of the characteristics of the cyclist at signal-controlled junction and find out how many of these cyclists using these facilities provided according.
According to Akcelik (1981) suggested that saturation flow in vehicles is a basic characteristic to calculate the capacity approach at signal during signal cycle.
Finding the saturation flow rate can be very complicated there are few aspects that can affect the saturation flow, this depends on the road traffic condition design parameters, and geometry traffic of the road in addition the very narrow lanes will normally prove longer gaps between the cyclist which will reduce the saturation flow rate.
The Saturation flow is a very important technique when designing and analysing the road traffic, it is used to measure the performance, and the maximum traffic flow rate at the signal control junction.
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One of The principal methods available for calculation of saturation flows is Road note 34 Method (1963) this procedure uses a method that consists of taking 6 seconds intervals during the green and amber period of cycle under saturated flow.
The Saturation flow is determined by site measurements if the signals on the road already exist at the Signal Controlled junction, as opposed to being planned by recording the number of vehicles that cross the stop line during the green phase in 6-second time slices, taking an average of the maximum value.
In this project Road Note 34 (1963), method will be used to measure the capacity saturation flow of the segregated cycle lane at signal control junctions. This basic model assumes that when the signal changes to green the flow across the stop line increases rapidly to saturation flow rate (S) remains constant until either queue is exhausted or the green period ends.
The departure rate is lower during the first few seconds while the vehicles accelerate to normal running speed similarly the departure rate is lower during the period after end of the green time basic model is still valid therefore it should be noted that saturation flow is the maximum departure rate which can be achieved from the queue.
According to this research, the same concept and procedure will be applied to cyclist at signal-controlled junction in order to determine the saturation flow rate.
Then saturation flow is calculated by making the effective green time curved profile into a rectangle from which the dimensions could be calculated. This is normally done by introducing the idea of lost time and effective green time that will be discussed further at chapter 2-literature review.
The lost time is the time from the start of green to a point where traffic is flowing at half the maximum flow plus the time from where the vehicles are flowing at half the maximum flow at the end of saturation to the beginning of the red period.
In this research, we will be looking at two different type cycle lanes, and their design features, One-way and Two-way Cycling lane, based on the study the cycling lanes is segregated, where the cyclist is separated from motor vehicles.
The problems encountered in this research is the lack of estimating measurements for the saturation flow of the segregated cycle lanes at signal control junction. There is no appropriate method yet in the developing world for predicting the values of the saturation flow rate for segregated cycle lanes at signal-controlled junction. As well as the characteristics and behavior of the cyclist using the segregated cycle lanes.
However, it is not yet possible to identify through indicators whether Segregated Cycling Superhighways lanes are in their full capacity. Alternatively, how many of these cyclists are using the cycle lanes.
2.2 AIM & OBJECTIVES
The main aim of this project and research is to find out the saturation flow for Segregated Cycle Lanes at Signal Control Junction. There has been little work done in measuring the capacity of the cycle lanes and the characteristics behaviour of the cyclist using these lanes.
Here in UK and the developing world by understanding the characteristics of the performance of traffic such as the saturation flow for vehicle would help and shed light when designing and developing cycling superhighways in the future.
The main task of this research will be to evaluate and analyse how the saturation flow for cycle lanes at signal-controlled junction could be measured when the lanes are saturated.
We will also analyse and measure when the cycle lanes are within full capacity, we will have an increase understanding of saturation flow for cyclist, and adapt different approach to measure the saturation flow for the cycle lanes. Also analysis the behaviour of the cyclist using the segregated cycle lanes.
This research will require collecting traffic data regarding the saturation flow on cycle lanes, characteristics of lane geometry design of the road, traffic flow of the cyclist, from selected sites.
The first compressive literature review will be conducted which will give a basis of saturation flow design and methodology.
In order to measure the traffic data and saturation flow of the cyclist we will be selecting a location in city where there is segregated cycle lanes with high level of cyclist users and we will obtain information.
This data will be collected and stored manually there will be video recording equipment from selected site, which we will clearly record the amount of cyclist passing through, and the data will be measured using the video and stored manually.
In the winter season, there will be lower level of cyclist compared to summer time where there is usually high level of cyclist. This project and research is taking place during the winter period therefore it would be hard to find out how much effect this would have on the data which will be collected unless, we measure the amount of saturation and traffic flow during the summer time which could be carried out in the future research.
The saturation flow measurement will be conducted from the three different locations where we will evaluate the saturation flow on Segregated One-way and Two-way Cycling lane and determine saturation flow.
The observation of the data from the sites will require understanding and the data will be observed to find out the saturation flow, this will involve analysis and calculations of the saturation flow.
Using the principal method Road note 34 Method (1963) this procedure uses method that consists of taking 6 seconds intervals during the green and amber period of cycle under saturated flow.
The saturation flow is then calculated as the average of the ratio between number of cycles and the number of saturated cycles.
Excluding the first and the last intervals. This will be the method of measuring the saturation flow for segregated cycle lanes.
The measured saturation flow for the cycle lanes would be helpful tool for traffic engineers and planners designing intersection of road.
2.3 The Main Objectives of the Study
- To get understanding of the saturation flow for cycle lanes at signal controlled junction.
- To find out the saturation flow for Segregated Cycle Lanes at Signal Control Junction existing signal timings and phasing, from selected sites.
- To collect data regarding the saturation flow and the traffic composition, geometry, of the cycle lanes, layout of the segregated cycle lanes, one-way or two ways at signal controlled junction.
- To understand some of the characteristics and the behaviour of the cyclist using the fully segregated cycle lanes at signal controlled junction.
- To investigate the international studies, on cycle lanes and their saturation flow.
- To understand compare international design standards and UK design standards and the capacities of the cycle lanes.
- Behaviour of cyclist at signal controlled junction and find how many of the cyclist using the cycle lanes and those using the main roads.
- Cyclist wearing safety clothing (visibly clothing) and those not wearing.
- To understand and evaluate the design features of the cycles at signal controlled junction.
- Generate equation to gives rough predicts of the saturation flow expected on cycle lanes.
- Adapt different approach of finding out the saturation flow of the cycle lanes at signal-controlled junction, and establish a relationship saturation widht of road, gradient.
- Adapt different approach on measuring the characteristics and the behaviour of cyclist using these fully segregated cycle lanes.
Report Content
Chapter: 1
Includes the introduction and background of the project with the main aims and objectives the study and brief summary of every chapter.
Chapter: 2
This chapter consists summary of the literature review on the topics presented identifying the factors to be measured, investigation on international studies related to capacity of cycle lanes. This chapter also looks into (TFL) design standards of the cycling superhighway for segregated cycle lanes.
Chapter: 3
This chapter explains the research method considered for this research, and how it has been utilized.
Chapter: 4
This chapter presents the schemes considered for this research and the results obtained discussion about the results.
Chapter: 5
This chapter presents the analysis and discussion of the results obtained, the measurement of the saturation flow measured geometric parameters and the behaviour of the cyclist at the signal-controlled junction.
Chapter: 6
This chapter presents the significant conclusions and recommendations are delivered for further work.
3. CHARPTER
LITERATURE REVIEW
3.1 Cycle Superhighway
The cycling superhighways are cycle routes, running from outer of London into and across central London. They give cyclist safer, faster and more direct journeys into city centre, the cycle superhighways will meet the demand of commuters with growing appetite for cycling in the city. (Transport for London, May 2010).
Cycling superhighway should be designed to give the new cyclist the confidence and safer environment and need to tackle London roads, research has suggested all segregated cycling infrastructure work well, and the aim is to boost cyclist confidence and feel safer in the segregated lanes.
Figure 2: Cycle Superhighway Map (Transport for London, May 2010)
3.1.1 Exclusive off – Street Bicycle Lane
In this report, we will be focusing on the cycle lanes that are segregated lanes these cycle lanes is separated by a continuous or bear-continuous physical upstand along links segregated island this separates the motor vehicles, pedestrians and other road users from entering the cycling lane the only users allowed are those with bicycles.
This type of cycling lane has recently being constructed in London, as part of mayor’s vision for cycling the aim is to promote cycling safety. There are vertically separated cycle tracks at intermediate level between the footway and main carriageway with or without buffer. (Department for Transport DFT 2008).
Figure 3: Cycle Superhighway Source London Cycling Campaign (2013)
3.1.2 Segregated Cycle Lanes
Segregated cycle lanes within the carriageway provide a safe and comfortable environment for cyclist without taking the space from vehicles and pedestrian Segregated lanes and track provide a high level of service for cyclist on links, offering comfort and subjective in particular. (TFL Cycling Design Standard 2013).
According to Cycling Design Standard (TFL, 2013) report, it has been noted that cycling infrastructure should be designed in a way that is inclusive for larger types of bicycles models small cycles and those used by the disabled people.
In order to improve the safety on the busy roads and meet London design standards the cyclist need to be separated from the rest of the motor traffic. The separation is done by low height kerbs (stepped track) or by fixing separation unit on the road surface, this will encourage people to ride bicycles and use cycling as an alternative mode and healthy way of travel. (TFL Cycling Design Standard 2013).
3.1.3 One-Way Cycling Lane
The figure below clearly explains the cross section of typical one-way cycle lane. According to London Cycling Design Standard on one-way cycling lanes, when cyclist moving in the same direction that need to overtake each other cycle side by side at least 0.5m clearance required between dynamic envelopes of 1.0m this would mean that effective width of 2.5m is required to permit safe overtaking. (TFL Cycling Design Standard 2013).
Figure 4 One – Way Cycle Lane source (Go Cycle Kingston 2016)
3.1.4 Two-Way Segregated Cycle lanes
Figure 5 Two-way Segregated Cycle Lanes (Go Cycle Kingston 2016)
The figure 5: above clearly shows and explains is the two way segregated cycle lanes, it also shows that there is physical segregation raised concrete strip. According to London Cycling Standard, at least 3m width needed for comfortable two-way cycling lanes, when cyclist is moving in the opposing directions there is an added risk of head-on collision and at least 1.0m clearance is recommended. This gives rise to a desirable minimum width requirement of 3.0m for two-way cycle lanes (TFL Cycling Design Standard, 2013).
3.2 Signal Controlled Junction
The Signal controlled junctions has a general layout, which is controlled by the proposed signal control method and the presence of the road users such as pedestrian bicycle and bus facilities.
Sometimes it’s normal to accept narrow and sometimes substandard lane width at the junction stop lines, the requirements of pedestrian, cyclist and buses must be designed from the beginning of the design process, they cannot be ignored and then tacked on to a near complete design after detailed capacity assessment have to be made. (Slinn, Guest and Matthews, 1997).
According to Highway Capacity Manual 2010 (HCM, 2010), suggest the capacity of the road is the maximum number of traffic that can pass a given point during a specific time period under prevailing roadway, traffic and signalized control conditions.
Traffic signal control at the junction is used to regulate and control conflicts between opposing traffic movements without use of signals at some sites the major flow will dominate the junction, making entries from the minor road impossible or very dangerous.
At the other site, minor roads might interfere with the flow of the major road traffic to extend, excess conjunction might occur.
The traffic-controlled junction might not only to improve the junction capacity but might also contribute to the safety of the road. (Slinn, Guest and Matthews, 1997).
The most important factor of signal control junction is to understand the capacity of the intersection and the amount of the traffic that can pass through signal controlled junction from a given approach, which depends on the green time.
It is understood that green time is the maximum flow of the traffic, which would cross the intersection, the saturation flow that can be accommodated of the capacity at signal-controlled junction. (Slinn, Guest and Matthews, 1997).
The traffic Signal control when the lights turn green on an approach gaining right of way the of the vehicle discharge across the stop line rises quick to a study values, and remains constant. Until the queue of the vehicles waiting to pass through the signal is exhausted, after which either the arrival rate or the end of the green period determines the rate of flow across the stop line. (Slinn, Guest and Matthews, 1997).
The initial discharge rate is lower during the first few seconds while the vehicles are taking off or accelerating to reach their normal speed, there may be also be a lower discharge rate at the end of the saturated period when the amber signal indicates the imminence of the end of the stage. (Slinn, Guest and Matthews, 1997).
The constant rate at which the queue discharges across the stop line is defined as saturation flow is generally expressed as Passenger Car Unit (PSU) per hour of the green time. For calculation purposes, it is understood that saturation flow is simplified as an ‘an effective green time period.
Through which flow is assumed to occur at the saturation flow rate, with ‘lost time’ at the start and the end when there is no flow-taking place.
Saturation flow occurs when there is continues queuing on the approach and is determined at existing junctions, by direct measurement or from empirical formulae driven from public road and tack test carried out by the TRL. These formulae predict saturation flow, measured geometric parameters at the junction. (Slinn, Guest and Matthews, 1997).
3.2.1 Cycling Design Features at Signal Controlled Junction
Transforming Cycling in London TFL is working on innovative design which been implemented to transform cyclist in London and improve the environment for all road users. In most areas, average speed of cyclist is faster than motor vehicles; the East to West Cycling Superhighway is the longest Segregated Cycle lane in a city and the world when the project is completed.
Cycling Superhighway will make the most efficient way to travel in London however the space will also encourage cycling healthy and active mean of traveling in the city, cycling will have less impact on London environment.
Transport for London (TFL) have introduced new Cycling safety features in the Cycling Superhighways in London’s network roads, to promote the safety of cyclist and encourage more cyclist in the in the newly designed cycling Superhighway roads of London as part of mayors plans, some of the design features to improve safety of the cyclist are.
3.2.2 Early Release
Early release is installed at signal controlled junctions this feature gives the cyclist a head -start than the motor vehicles. The junctions where early release operate will have small cyclist traffic light where the cyclist will get green light before motor vehicles. The cyclist will need to carefully proceed through the junction when turning right.
Figure 6 Early release Source: (TfL: 2016)
3.2.3 Two – Stage Turn
This two-stage manoeuvre are used in some of signal-controlled junctions to help cyclist turn and manoeuvre safely and easy, this is normally done in two stages.
Where the cycle lanes are segregated, this Right Turn Manoeuvre can be done at one stage. Where there is Two Way Cycling lane the two-stage process have to follow.
Figure 7 Two-Stage-Turn Source: (TfL: 2016)
3.2.4 Hold the Left Turning Traffic
This feature is designed to prevent any collation at the signal-controlled junction, the feature separates left turning vehicles from the cyclist when the cyclist arrives at the Signal Controlled junction, which is segregated, when the cyclist get green light left turning vehicles are held red.
Figure 8 hold the left turning traffic Source: (TfL: 2016)
The cyclist will be stopped at signal-controlled junction and the motorist will be given the green light or to turn left. Cyclist and left turning vehicles and motorist will never get green light at same time at the signal-controlled junction. This feature will be introduced at all Segregated Cycling Superhighways One-Way or Two-Way Cycling lanes.
3.2.5 Crossing the Cycle Tracks
The figure 9 shows that most of the large section of Cycling Superhighways cyclist have their own space dedicated to them. The lanes are separated from other road users, however pedestrian and cyclist will still encounter each other at some busy place like stations, bus stations it is important that cyclist should always expect to encounter with pedestrian and should look out at station and bus stops. (TfL: 2016)
Figure 9 crossing the cycle track source (NACTO 2016)
3.2.6 Cycle Advanced Stop Line (ASLs)
Advanced Stop Line are primarily, the measures designed to increase cyclist safety by allowing cycle users head start on the traffic signal slightly in advance of motorised traffic. According to TFL the current Traffic, models do not consider the impact of ASLs and the relationship with platoon dispersion. (TFL Cyclist Decision Making Research 2014).
According to research conducted by the transport research laboratory TRL in the movements and behaviour of cyclist on the approach to and through signal controlled junctions in London.
This study is particularly paid attention to cyclist lateral position and proximity to other road users, road infrastructure and junction capacity and the impact of road safety for all users; throughout video analysis on the approach, they have concluded range of new approach to traffic control for cyclist. (TFL Cyclist Decision Making Research 2014).
3.2.7 Low Level Cyclist Signals
Low level signals with logos are wide used in the Europe, to provide signals closer to cyclist eye level and also to provide separate signal phases for cyclist at junctions, Transport Research Laboratory are undertaking study on this type of signals, in order UK regulations can be changed to introduce for whole UK. (TFL Cyclist Decision Making Research 2014).
3.2.8 Turning Right
The TFL has tasked Transport Research Laboratory to investigate the possibilities of introducing new ways for cyclist to turning right at signal controlled junction, the aim is to reduce the difficulty that cyclist face in undertaking this type of manoeuvre and avoiding necessity to cross traffic lanes or getting caught between opposing streams of traffic in a junction. There are number of approaches that were identified for further investigation into two ways of turning junction (TFL Cyclist Decision Making Research 2014).
- Fully Segregated Signalised Junction – This approach involves cyclist turning right on a green stage signal from a segregated cycle track.
- Two – Stage Right Turn – Where cyclist is mixed with traffic, the right turn is carried out in two stages with dedicated area provided for cyclist
3.3 MOVA (Microprocessor Optimised VA)
MOVA uses detectors and microprocessor to make decisions on the stage changes, this control system uses loop detectors which assess the cruise the cruise time flow of the traffic, MOVA is extremely affective at all types of isolated signal control junctions, it can also be applied effectively as linked MOVA in small network, especially signal controlled junctions and roundabouts.
3.3.1 TRANSYT (Traffic Network and Isolated Intersection Study Tool)
TRANSYT network is an area wide linked traffic signal system operating with a set of predetermined fixed time signal plans. The signal plans are a series of co-ordinates settings for all the signals in the network TRANSYT is used by many consultancies and local authorities around the world, its offline computer program for designing modelling and studying everything from individual isolated junctions to large complex networks.
TRANSYT network can quickly assess individual junction performance and produce optimum fixed time coordinated traffic signal timings in network of roads when the traffic of the road occurs.
TRANSYT has been the work of extensive quality research over many years ago therefore, it is powerful, and useful also and time saving tool for traffic engineers. (TFL Cyclist Decision Making Research 2014).
3.3.2 SCOOT (Split Cycle and Offset Optimisation Technique)
SCOOT is primarily an area wide signal control technique, which has the structure of which is similar to TRANSYT in that both methods use a traffic model of a network which predicts the delays and stops caused by particular signal setting. Scoot uses information to recalculate its traffic model predictions every few seconds and then makes systematic trail alternations to current signal settings.
Scoot uses data from vehicle detectors and optimises traffic philosophies, which led to the development of Scoot, the system has proven to be effective and efficient tool for managing traffic on signalised road networks that is why nowadays it is used over 250 cities and towns in the UK and the overseas. (TFL Cyclist Decision Making Research 2014)
Scoot response to changes in traffic conditions to enable scoot to respond in variations in traffic demand on a cycle-by-cycle basis, the responds are rapid changes in traffic but not so rabidly, and it avoids large fluctuations in control behaviour as result of temporary changes in traffic patterns.
The scoot system is used for dense urban road network such as the roads in London and other large cities, Scoot is also suitable for smaller networks, scoot is effective where traffic flow is unpredictable such as random changes in the traffic patterns, and it is specially designed to adapt to variations in the traffic flow automatically.
The Transport for London authority (TFL) rely on Scoot to manage traffic, all reference that cyclist SCOOT will be developed and deployed on all the street of London by (2018). (TFL Cyclist Decision Making Research 2014).
3.4 Factors Effecting the Saturation Flow
Few factors that can affect the saturation flow of approach at signal-controlled junctions of approach is. First geometric factors and traffic control factors, the influence of traffic composition lane width and the approach gradient. The capacity at signal controlled junction approach is the sum of the saturated flows of the individual lanes, the saturation flow is independent from traffic and control factors and is the maximum flow passing at signal controlled junction.
The geometric factors affecting the saturation flow are the position of the lane, nearside or non-nearside, the width of the lane and its gradients, and the radius of any turning movements.
Effect of gradient a steep uphill gradient can significantly affect the acceleration of the cyclist when pulling away from stationary at signal-controlled junction. However, studies suggest that the smaller the lane width the capacity of the traffic deteriorates rapidly.
3.5 Saturation flow of Cycle Lanes
According to HCM (2000) stated the capacity of the cycle lane uninterrupted of Two-Way facility is 1600 bicycles/hr., and 3200 bicycles per/hr. on one-way facilities. However, under interrupted – flow, at signal control junction the saturation flow rate of 2000 bicycle lane/hr. for one direction. However, there are also different studies that have calculated the saturation flow of cycle lanes.
According to HCM (2000), they suggested there are number studies that have dealt with the saturation flow at signal-controlled junction and most of them work on lane based traffic conditions. the typical values for a straight ahead lane are the saturation flow are 1800 – 19000 PCUs per hour, the left and right turning lanes are 1650 – 1800 PCUs per hour, this studies in based on mix traffic.
At the existing traffic signal control junction an assessment will be needed to measure the saturation flow. This will be achieved by counting the number of cyclist passing at the signal control junction segregated bicycle lane to measure the capacity of saturated period.
According to this research, there is the lack of measurement methods for the segregated cycle lanes. Therefore, for the purpose of this research I have contacted Transport for London (TFL) to find out if this type of research has been done before so it can be useful for the scope of the project and research.
The TFL has concluded that based on their analysis the saturation flow for cycle lanes is based on mixed traffic only and they have not done study based on segregated cycle lanes.
According to TFL they suggested they could get saturation flow S = 0.83 of a cyclist past stop line in second, which is 2988 bicycles/h-lane when they are stack in line if less than 1.5m 2m width.
TFL has also concluded that some of the cycling Superhighway are wider and the Saturation flow is not known, because these lanes are wider, higher Saturation flow can be obtained.
According to (TFL, LCDs, 2014), indicatively high cycle flow can be achieved on segregated cycling superhighway for one-way cycle lanes over 800 cycles per hour at peak, 1000 cycles per hour on two-way cycle lanes, the recommended with width of the lanes are 2.5 meter, and 4.0 meter respectively.
According to the experimental study for estimating capacity of the cycle lanes, which was done by (Seriani, Fernandez and Hermosilla 192-203). in central London Tavistock square they have suggested that they could get they could get saturation flow of 2.40 bicycles/2sec, which is 4320 bicycles/h-lane, in the morning peak, and saturation flow of 1.79 bicycles/2-sec which is 3222 bicycles/h-lane in the afternoon peak. Their study shows that in the morning it peak was 25% higher than the afternoon peak. This study is based on the partially segregated cycle lanes, and their study suggest the saturation flow increases according to the lane width.
| According to TfL (London Cycling Design Standard draft 2014), they have suggested that at least 3m width is needed for comfortable two-way cycling lanes. Moreover, for One-way cycling lanes, especially when cyclist is moving in the same direction and they need to overtake each other cycle side by side at least 0.5m clearance required between dynamic envelopes of 1.0m this would mean that effective width of 2.5m is required to permit safe overtaking. Highway Capacity Manual (HCM, 2000) suggested minimum of 1.20 m per lane required per cycle lane. |
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