Classification of Uncontrolled Intersections Using Hierarchical Clustering
- PDF / 1,280,979 Bytes
- 16 Pages / 595.276 x 790.866 pts Page_size
- 7 Downloads / 217 Views
RESEARCH ARTICLE-CIVIL ENGINEERING
Classification of Uncontrolled Intersections Using Hierarchical Clustering Suprabeet Datta1 · Siddhartha Rokade1 · Sarvesh P. S. Rajput1 Received: 13 April 2020 / Accepted: 23 June 2020 © King Fahd University of Petroleum & Minerals 2020
Abstract This research helps define motorized level of service (MLOS) for different categories of uncontrolled intersections using mixed hierarchical clustering technique. Service and total delay has been considered for classifying MLOS and intersections, respectively. GPS is used to collect travel time and speed data for turning movements which are transformed to average delay values. Thirteen intersections from eight different cities in India form the dataset. Divisive followed by agglomerative clustering (DAC-HAC) algorithm is applied as a two-step process for obtaining the service and total delay ranges. Validation of clusters is performed based on Davies–Bouldin score, Calinski–Harabasz index and Silhouette gaps. Based on DAC-HAC, uncontrolled intersections are classified into six categories (Cat-I, II, III, IV, V and VI). Results indicate MLOS classes “D”, “E” and “F” have significantly higher service delay ranges as compared to Highway Capacity Manual “control” delay ranges indicating mixed traffic conditions. Most of the uncontrolled intersections under mixed traffic fall under Cat-IV, V and VI having higher total delay ranges (greater than 60 s/vehicle/approach). Finally, validation of the clustering results is done for geometric and roadside environmental features. Keywords Classification · Clustering · Hierarchical · Intersections · Motorized level of service · Uncontrolled
1 Introduction Important measures of effectiveness (MOEs) for stopcontrolled intersection motorized level of service (MLOS) assessment is control delay and volume-to-capacity ratio [1, 2]. Among which control delay is the most dominant parameter under off-peak period or special cases. Control delay according to HCM [3] is “the time lost due to occurrence of any traffic regulatory device deeming to be the prime service measure for signalized and uncontrolled intersection LOS assessment”. Now, in case of uncontrolled intersections, “control” concept transforms to “service delay” (a subset of total delay) which is “the time lost due to constant acceleration or deceleration of motorized users at intersection * Sarvesh P. S. Rajput [email protected] Suprabeet Datta [email protected] Siddhartha Rokade [email protected] 1
Department of Civil Engineering, MANIT Bhopal, Bhopal 462003, India
influence area before completing their individual manoeuvre” [4] which depends upon the travel time of vehicles during turning or through movements. Average service delay (a subset of total delay) at uncontrolled intersections, on the other hand, is the “total time lost due to waiting, engine-start up, acceleration and deceleration of motorized users before completing their individual manoeuvre at or near the intersection influence area” [5]. HCM [1, 3] states to us
Data Loading...
