Measuring and Evaluation on Priority Lanes

I.J. Intelligent Sytem and Application, 2010, 2, 56-63 Publihed Online December 2010 in MECS (http://www.mec-pre.org/) Meauring and Evaluation on Priority Lane Shan Jiang Beijing Intitute of Technology, Beijing, P.R.China E-mail: jianghanyou@163.com Han Xue and Zhi-xiang Li Beijing Intitute of Technology, Beijing, P.R.China E-mail: xuehanliang@163.com, zhxli@263.net Abtract Along with economic development, citie are increaingly congeted in China. In order to eliminate peak-hour congetion, many citie etablih priority lane, commonly bu lane. Although priority lane could help Local Authoritie gain it hort-term management objective, at the ame time, it would greatly infringe on the legitimate right of other vehicle and wate the carce road reource, which i rigorouly proved by mathematical model in thi paper. In the long run, priority lane would make ocial conflict more intenified, and therefore highly undeirable. On the contrary, the ocial ytem engineering, combined with High Occupancy Vehicle (HOV) lane and High Occupancy Toll (HOT) lane, i the right way to alleviate overcrowding and build a Low-Carbon harmoniou ociety. Index Term priority lane, congetion, HOV, meauring and evaluation, interection I. INTRODUCTION A bu lane [1] i a lane retricted to bue, and generally ued to peed up public tranport that would be otherwie held up by traffic congetion. Often taxi and high occupancy vehicle or motorcycle and even bicycle may ue bu lane a well, though thee ue can be controverial ince they can reduce the capacity of the bu lane for it originally intended function. Bu lane give priority to bue [2] and cut down on journey time where road are congeted with other traffic. A bu lane i not necearily very long, a it may only be ued to bypa a ingle congetion point uch a an interection. Some citie have built large tretche of bu lane amounting to a eparate local road ytem, often called a buway ytem. Bu lane are normally created when the road in uetion i both likely to be congeted and heavily traveled by bu route. Entire road can be deignated a bu lane (uch a Oxford Street in London or Fulton Street in New York City), allowing bue, taxi and delivery vehicle only, or a contra-flow bu lane can allow bue to travel in the oppoite direction to other vehicle. Some bu lane operate at certain time of the day only, uually during ruh hour, allowing all vehicle to ue the lane at other time. According to the American Public Tranportation Aociation (APTA) and the National Tranit Databae (NTD), the world firt deignated bu lane wa created in Chicago in 1939. The firt bu lane in Europe were etablihed in 1962 in the German city of Hamburg. Other large German citie oon followed, and the implementation of bu lane wa officially anctioned in the German Highway Code in 1971. Many expert from other countrie (Japan among the firt) tudied the German example and implemented imilar olution. On January 15, 1964 the firt bu lane in France wa deignated along the uai du Louvre in Pari and the firt counter-flow lane wa etablihed on the old pont de l Alma on June 15, 1966. On 26 February 1968 the firt bu lane in London wa put into ervice on Vauxhall Bridge. By 1972 there were over 140 km of with-flow bu lane in 100 citie within OECD member countrie, and the network grew ubtantially in the following decade. The El Monte Buway between El Monte and Downtown

Meauring and Evaluation on Priority Lane 57 Lo Angele wa the firt buway in the USA, contructed in 1974. The intallation of bu lane reuire additional pace to either be contructed,which increaing the impact of the road on the urrounding area, and poibly reuiring private land or taken from exiting lane, which reducing the capacity of the road for private vehicle. The latter i epecially controverial becaue that it i hard to explicitly combine improved public tranport option with reducing or at leat not improving convenience for motorit. They can become inefficient if weak traffic enforcement encourage illegal parking on them (for example in hopping area). The bu then ha to merge back into traffic, which may be totally topped, cauing ubtantial chedule delay. They are alo often ued by vehicle not authorized, which reduce their capacity for the intended purpoe. A an international metropoli, Beijing ha not only implemented a bu lane policy, during the Olympic Game and Paralympic Game in 2008, but alo implement the Olympic lane [3], Although it i an international common practice for hot citie to ue Olympic lane during the Olympic Game, the cale of Beijing Olympic lane i the larget [4]. Obviouly, thi i not worth howing off, becaue it clearly indicate that, in order to enure the normal operation of the Olympic Game, the interference to ordinary people i the greatet in the world. To know that, in foreign countrie, the voice of oppoing the Olympic lane i growing, ever ince 1996 Atlanta Olympic Game, almot all the hot citie are not willing to overue Olympic lane except Beijing. A for the upcoming London 2012 Olympic, the London Mayor Bori Johnon even have cancelled it but for the fear of a reputational catatrophe that engulfed Atlanta. [5] Actually, the Olympic lane are not compulory. A the head of the International Olympic Committee (IOC) Jacue Rogge aid, Olympic lane are the mean we are looking for but let ee what London come up with. If a good olution like traffic control could be found, then ye. [6] The newly example i the Singapore Youth Olympic Game. A Youth Olympic lane to facilitate timely arrival of Game participant and official at competition venue will be introduced along elected tretche of road from Aug 5 to 26. Jointly et up by The Land Tranport Authority (LTA) and the Singapore Youth Olympic Game Organizing Committee (SYOGOC), the Youth Olympic lane i baed on a give way concept. Motorit only need to give way when they ee Youth Olympic vehicle approaching, imilar to what they would do when they ee an emergency ervice vehicle. Other Olympic Game hot citie have introduced Olympic lane but their cheme were baed on a dedicated lane concept for the excluive ue of Game vehicle. During Game Time, a fleet of 700 Youth Olympic Vehicle will operate between the Youth Olympic Village and the competition venue. Thee vehicle will pot the Singapore 2010 look and will have pecial YOG licene plate. Motorit are to give-way when they ee thee vehicle travelling behind them with their flahing light. Clearly, developed countrie have been aware of the advere impact of the priority lane to local reident, and try to afeguard their interet. Unfortunately, in China, ome official and cholar till applaud highly for thi meaure. The freuent uage of priority lane can meet hort-term management objective, but at the ame time, infringe on the legitimate right of other vehicle and wate the carce road reource which will be rigorouly proved below. II. METHODOLOGY A cloe to the interection, the dotted dividing line become olid one, we delimit the area between the top line and the tart point of olid line a the junction area. And then, we randomly elected 10 interection in Beijing, each interection recorded for 1 hour. According to the data record, we obtain Table I by SPSS17, the inter-arrival time of vehicle are exponentially ditributed [7] and thu vehicle arrive in accordance with a Poion proce [8]. Since the average inter-arrival time i 0.68 econd, the average arrival rate 1 of entering vehicle = = 1. 47. 0.68

58 Meauring and Evaluation on Priority Lane TABLE I. ONE-SAMPLE KOLMOGOROV-SMIRNOV TEST 1 Lane(1) Lane(2) Lane(3) V1 N 55435 Normal Parameter a, b Mean 0.6822 Mot Extreme Difference Abolute 0.003 Poitive 0.003 Negative -0.003 Kolmogorov-Smirnov Z 0.753 Aymp. Sig. (2-tailed) 0.622 a. Tet ditribution i Exponential. b. Calculated from data. According to the data record, we obtain Table II by SPSS17, the ervice time (the time of vehicle entering and leaving the interection) are exponentially ditributed. Since the average ervice time v =1. 21, the average 1 ervice rate µ = = 0. 84. 1.21 TABLE II. ONE-SAMPLE KOLMOGOROV-SMIRNOV TEST 2 V1 N 55445 Normal Parameter a, b Mean 1.2086 Mot Extreme Difference Abolute 0.004 Poitive 0.004 Negative -0.002 Kolmogorov-Smirnov Z 0.946 Aymp. Sig. (2-tailed) 0.332 a. Tet ditribution i Exponential. b. Calculated from data. Hence, we can imulate a road with or without the priority lane. Conider a three-line ytem in which car arrive at Poion rate = 1. 5 and are erved by any lane, each of whom provide ervice at a rate µ = 0. 8. Thi i a = µ ρ c M / M / c Queue. c = 3, = 1. 875, µ 1.875 = ( < 1). 3 Figure 1. Three regular lane A Fig. 2 how, if it goe from tate 1 to tate 0,that i one vehicle have been erviced and gone, the tranition probability i µ P1 ; if it goe from tate 2 to tate 1,that i one vehicle in two lane have been erviced and gone, the tranition probability i 2µ P2 ; in a imilar way, if it goe from tate n to tate n 1, the tranition probability i nµ P n ( n c ) or cµ Pn ( n > c ). Figure 2. The tranition probability From Fig. 2, we obtain that = 1.5 µ P1 = P0 ( n + 1) µ Pn + 1 + Pn 1 = ( + nµ ) Pn cµ Pn + 1 + Pn 1 = ( + cµ ) Pn (1 n c) (1) ( n > c) Subject to P i = 1, and ρ 1. i= 0 With recurrence method, we obtain the olution of thee difference euation. k c c 1 1 1 1 0 = 0!! 1 P = + k k µ c ρ µ 1 (2) n 1 P0 ( n c) n! µ Pn = n 1 P ( > ) 0 n c n c c! c µ (3)

Meauring and Evaluation on Priority Lane 59 The fundamental uantitie of ueue are a follow. The average number of vehicle in the ytem L = L + (4) µ Olympic lane Regular lane Bu lane L = ( cρ) ρ P 2 0 ρ) c ( n c) Pn = n= c+ 1 c!(1 (5) = 0.5 = 0.5 = 0.5 With Little formula [9], we obtain the average amount of time a vehicle pend in the ytem W and the average amount of time a vehicle pend waiting in ueuew. L W =. (6) L 1 W = = W +. (7) µ A. The empty probability in the ytem P 0 = 0.1322. = 1.5 Figure 3. The Olympic lane, the regular lane and the bu lane A Fig. 4 how, if it goe from tate 1 to tate 0,that i one vehicle have been erviced and gone, the tranition probability i µ P1 ; if it goe from tate 0 to tate 1,that i one vehicle have arrived, the tranition probability i. Po B. The average number of vehicle waiting in ueue and in the ytem L = 0.6457. L = 2.52. C. The average amount of time a vehicle pend waiting in ueue and pend in the ytem W = 0.43. W = 1.68. If every lane i full, the following vehicle mut ueue, the probability of waiting i P ( n 3). P ( n 3) = 0.3875. When Olympic lane and bu lane be etablihed, the vehicle hould chooe one lane to ueue and not change lane, thu there hould be 3 lane in one road. See Fig. 3. The average rate of each lane = = = 1.5/ 3 0.5 (per econd), hence, the 1 2 3 = M / M /3 become to 3 M / M / 1 [10]. Figure 4. The tranition probability From Fig. 4, we obtain that Subject to i= 0 µ P = (8) 1 P 0 n Pn = ( ) P0 (9) µ P = 1, and ρ < 1. i With recurrence method, we obtain the olution of thee difference euation. P = 1 ρ (10) 0 n P = ( 1 ρ ) ρ, n 1 (11) n The fundamental uantitie of ueue are a follow. L = L + µ (12) ρ L = µ (13) With formula (6) and formula (7), we obtain the

60 Meauring and Evaluation on Priority Lane following reult. A. The empty probability in each ubytem P 0 = 0.625. B. The average number of vehicle waiting in ueue in each ubytem. L = 1.04 C. The average number of vehicle waiting in the whole ytem L = c( + / µ ) = 5.01 L D. The average amount of time a vehicle pend waiting in ueue and pend in the ytem W = 2.08. W = 3.33. For each lane, If it i full, the following vehicle mut ueue, the probability of waiting i P ( n 1). P ( n 1) = 1 P = 0 0.625. We lit the olution of 3 M / M / 1 and M / M / 3 in Table III. Index Table III. THE COMPARISON OF M / M / 3 AND 3 M / M / 1 Model The empty probability in the ytem P 0 ( 1) M / M / 3 ( 2) M / M / 1 0.1322 0.375(each ubytem) The probability vehicle mut wait 0.3875P ( n 3) 0.625P ( n 1) The average number of vehicle waiting in ueue L The average number of vehicle in the ytem L The average amount of time a vehicle pend in the ytem W The average amount of time a vehicle pend waiting in ueue W 0.6457 2.52 1.04 (each ubytem) 5.01 (the whole ytem) 1.68 3.33 0.43 2.08 A Table III how, the priority lane unreaonably occupy the carce road reource. III. STRATEGIES AND RECOMMENDATIONS Therefore, the mandatory etablihment of priority lane i not only indefenible morally, but alo unreaonable economically. A ueful attempt i HOV lane [11]. In tranportation engineering and tranportation planning, a high-occupancy vehicle lane i a lane reerved for vehicle with a driver and one or more paenger. Thee lane are alo known a carpool lane, commuter lane, retricted lane, diamond lane, expre lane, and are called tranit lane in Autralia and New Zealand. Qualification for HOV tatu varie by locality, and may reuire more than two people. When an automobile i ued a an HOV, the group of people uing it i often called a carpool, though the term HOV include bue and van. However, bu lane may not necearily be intended for ue by carpool. An HOV or carpool may be allowed to travel on pecial road lane, uually denoted with a diamond marking in the United State and Canada, on which vehicle not meeting minimum occupancy are prohibited, called retricted lane, carpool lane or diamond lane. Since driver during peak hour do not have to bear the cot of the delay their preence on highway impoe, many driver enter road during peak hour. If a toll were charged during congeted period and if it were et high enough the number of driver entering the road could be reduced enough to maintain rapid traffic flow. The relative rarity of high-occupancy vehicle compared to ingle occupancy vehicle etimated at 7% of the traffic in the United State and Canada make HOV lane work for the driver who can ue them. When it i uncongeted, an HOV lane can move at full peed even when parallel (non-hov) lane uffer delay from ueueing at bottleneck. In theory, although the HOV lane retrict ome vehicle and wate part of the road reource, an HOV lane move more people per lane at a higher peed while moving fewer vehicle. A a whole, it alleviate the road congetion and reduce the motor vehicle emiion effectively. In practice for ome communitie, including Atlanta, Houton, Lo Angele, Wahington, D.C., and Seattle, HOV lane regularly carry more people than adjacent

Meauring and Evaluation on Priority Lane 61 regular lane of travel, a reported by the Tranportation Reearch Board HOV Committee. Variou organization and ervice make it eaier for commuter to utilize HOV lane. Regional and corporate ponored vanpool, carpool, and ridehare communitie give commuter a way to increae occupancy. For locale where uch ervice are lacking, online ridehare communitie can erve a imilar purpoe. However, experience how that the number of vehicle uing HOV lane i uually well below the capacity of each lane. Thu, HOV lane are often underutilized. Another approach i HOT lane [12]. Thee are lane that can be ued by both high-occupancy vehicle (either without charge or with a reduced toll) and ingle-occupancy vehicle (with a variable toll during peak hour). The toll i determined by hourly vehicle flow and i et high enough in peak hour to keep the number of uer down and, coneuently, peed of vehicle on the road up. HOT lane, however, do not eliminate peak-hour congetion on a crowded expreway, ince uch lane comprie only a limited part of the road' total capacity. The normal lane remain heavily congeted during peak hour. But HOT lane do provide all driver with a choice of paying a toll and moving rapidly or uing toll-free normal lane and experiencing congetion. HOT lane have been ued uccefully on State Route 91 in Southern California ince 1995, where they have notably reduced commuting time on both the HOT and normal lane. HOT lane work bet on road where there i heavy traffic and long delay during peak hour. Without uch congetion, driver would have little incentive to pay ignificant toll. To olve peak-hour congetion on a crowded expreway, we hould ue Expre Toll Lane [13] (ETL). ETL i a imilar concept with HOT. The main difference between HOT and ETL i that, in HOT lane, HOV are granted free acce, wherea in ETL all vehicle pay according to the ame chedule. Another olution i reverible lane. A reverible lane (called a counterflow lane or contraflow lane in tranport engineering nomenclature) i a lane in which traffic may travel in either direction, depending on certain condition. Typically, it i meant to improve traffic flow during ruh hour, by having overhead traffic light and lighted treet ign notify driver which lane are open or cloed to driving or turning. In the United State and Canada, reverible lane marking are typically a dahed or broken double yellow line on both ide. Mot often done on three-lane road, the reverible lane i typically ued for traffic in one direction at morning ruh hour, the oppoite direction in the afternoon or evening, and a a turning lane at mot other time. There i alo a tranition period (typically 30 60 minute) between reveral prohibiting traffic of any kind in the revering lane, in order to prevent colliion. Sometime, lane control ignal are placed over the roadway at regular interval (within ight of each other) indicating which lane are allocated to which travel direction; a red X indicate the lane i cloed or reerved for the oppoite direction; a green arrow indicate a permitted travel lane. The center lane i marked with either one of thoe (depending on time of day), and often a flahing yellow X at other time to indicate an imminent cloure of a lane, becoming olid yellow before turning red. Other etup had double-turn-lane ign backlit with white fluorecent lighting intead of the flahing yellow X. To develop Low-Carbon Economy (LEC) [14], we hould put more emphai on environment protection, o we even could allow owner of ualifying Hybrid Vehicle to apply for a permit to ue HOV lane and HOT lane. Qualifying vehicle mut diplay the reuired HOV exemption decal and tranponder. A hybrid vehicle i a vehicle that ue two or more ditinct power ource to move the vehicle. The term mot commonly refer to hybrid electric vehicle (HEV), which combine an internal combution engine and one or more electric motor. A hybrid lane could encourage people to ue hybrid vehicle and reduce vehicle emiion. IV. CONLUSION Traffic management i a ocial ytem engineering, which i not only a matter of traffic management department, but need the participation of the whole ociety. To olve the city' traffic congetion problem, we mut improve the capacity of road and tranport facilitie through proper planning and trong contruction; adopt cientific and effective mean, uch a the ue of

62 Meauring and Evaluation on Priority Lane intelligent tranportation ytem; improve the efficiency of tranport facilitie, o that each vehicle and each paenger can get traffic information at anytime, anywhere; improve traffic management, to olve the problem of order, uch a the ueue by ignal control, that i the choice of paage right; ditribute preferential right to high-occupancy or high-peed vehicle by economic method. Believe that to learn the advanced traffic management technology and experience from developed countrie modetly, we can get rid of the rude and imple mode of city management, and achieve the goal of harmoniou development of the whole ociety, and the interet of each motorit and each vehicle could be repected. REFERENCES [1] Bai Yu and Xue Kun, Dicuion about evaluation method of traffic efficiency adaptability of bu lane, 2009 Second International Conference on Intelligent Computation Technology and Automation (ICICTA), vol. 3, pp. 566-570, October 2009. [2] Mulley Corinne. No Car Lane or Bu Lane-which i bet? Traffic Engineering and Control, vol. 51, pp. 433-439, December 2010. [3] Zheng Shuen. Beijing peed up public tranport ytem development ahead of hoting 2008 Olympic Game, Public Tranport International, vol. 55, pp. 35-38, November 2006. [4] Official Webite Interview: Beijing Olympic Miniter YU Chun-uan. http://www.beijing2008.cn/1year/talk/214117471/21411 9587/ [5] Sport beat taff, LONDON 2012: Johnon loe Olympic Lane battle but win another, 29th July 2010. http://www.morethanthegame.co.uk/ummer-port/29118 57-london-2012-johnon-loe-olympic-lane-battle-winanother. [6] Adrian Warner, IOC chief: Olympic lane not compulory, 1 October 2009. http://new.bbc.co.uk/local/london/hi/tv_and_radio/newid _8285000/8285095.tm [7] HE Guo-guang, CUI Yan, and WANG Gui-zhu, Simulation tudy on dynamic repone under the condition of Poion arrival for an interection, In: Sytem Engineering, vol. 20, pp. 65-71, September 2002. (in Chinee). [8] QIAN Song-di, Operation Reearch (Revied Edition). Beijing: Tinghua Univerity Pre, 2001. (in Chinee). [9] Frederick S. Hillier, and Gerald J. Lieberman, Introduction to Operation Reearch. Beijing: Tinghua Univerity Pre, 2010. [10] Hamdy A. Taha, Operation Reearch: an Introduction. Beijing: Pot & Telecom Pre, 2007. [11] Kwon Jaimyoung and Varaiya Pravin. Effectivene of California' High Occupancy Vehicle (HOV) ytem, Tranportation Reearch Part C: Emerging Technologie, vol. 16, pp. 98-115, January, 2008. [12] Mirzaei, M. A model for etimating the high occupancy toll (HOT) lane parameter, 5th Advanced Forum on Tranportation of China (AFTC 2009), pp. 151-155, October 2009. [13] Sullivan Edward and Burri Mark. Benefit-cot analyi of variable pricing project: SR-91 expre lane, Journal of Tranportation Engineering, vol. 132, pp. 191-198, March 2006. [14] Wang, Z.W. and Chen, J. Achieving low-carbon economy by diruptive innovation in China, 2008 IEEE International Conference on Management of Innovation & Technology (ICMIT 2008), pp. 687-692, September 2008. Shan Jiang i preently a Reearch Aociate and a Ph.D. tudent in School of Management and Economic in Beijing Intitute of Technology, Beijing, China. He received hi B.S. in the chool of buine adminitration from Zhongnan Univerity of financial and economic, Wuhan, China in 2002, and M.Sc in Beijing Intitute of Technology, Beijing, China, in 2005. Hi reearch interet include Road environment meauring and evaluation and Human Machine Interaction. Han Xue i preently a Ph.D. tudent in School of Management and Economic in Beijing Intitute of Technology, Beijing, China. She received her B.S. and M.Sc in Beijing Intitute of Technology, Beijing, China, in 2002 and 2005, repectively. Her reearch interet include Tranportation planning and

Meauring and Evaluation on Priority Lane 63 ytem optimization and Road traffic engineering. Zhi-xiang Li i a profeor in School of Management and Economic in Beijing Intitute of Technology, Beijing, China. Hi reearch interet include management deciion making method and techniue and crii management. Prof. Li i the director of crii management reearch center of BIT.