| Project/Area Number |
07045021
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| Research Category |
Grant-in-Aid for international Scientific Research
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| Allocation Type | Single-year Grants |
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| Section | University-to-University Cooperative Research |
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| Research Institution | University of Tokyo (1996)
Tokyo Institute of Technology (1995) |
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Principal Investigator |
MORICHI Shigeru Graduate School of Engineering, University of Tokyo, Professor, 大学院・工学系研究科, 教授 (40016473)
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| Co-Investigator(Kenkyū-buntansha) |
HUSEIN Lidas School of Urban and Regional Planning, Un, Associate
RICARDO G.Sigua College of Eng.Chief of Research and Training Division, University of the Philip, University of the Philip, Associate
OLEGARIO G. School of Urban and Regional Planning, Un, Associate
SHIMIZU Tetsuo Faculty of Engineering, Tokyo Institute of Technology, Research Associate, 工学部, 助手 (40272679)
HAMAOKA Hidekatsu Interdisciplinary Graduate School of Science and Engineering Tokyo Institute of, 工学部, 助手 (70262269)
TODOROKI Tomoyuki Graduate School of Engineering, University of Tokyo, Assiatnat Professor, 大学院・工学系研究科, 講師 (60262036)
DOI Kenji Graduate School of information Science and Engineering, Tokyo Institute of Techn, 大学院・情報理工学研究科, 助教授 (10217599)
YAI Tetsuo Faculty of Engineering, Tokyo Institute of Technology, Associate Professor, 工学部, 助教授 (10182289)
LIDASAN Husein School of Urban and Regional Planning, University of the Philippines, Associate
OLEGARIO G.Villoria.Jr School of Urban and Regional Planning, University of the Philippines, Associate
LIDASAN Huse School of Urban and Regional Planning, Un, Associate
SIGUA Ricard College of Eng., University of the Philip, Associate
VILLORIA.JR. ジュニア オレガリオ School of Urban and Regional Planning, Un, Associate
シグア リカルド フィリピン大学, 工学部, 助教授
ビロリア オレガリオ フィリピン大学, 地域計画学部, 助教授
岡本 直久 東京工業大学, 工学部, 助手 (70242295)
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| Project Period (FY) |
1995 – 1996
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| Project Status |
Completed (Fiscal Year 1996)
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| Budget Amount *help |
¥4,400,000 (Direct Cost: ¥4,400,000)
Fiscal Year 1996: ¥2,200,000 (Direct Cost: ¥2,200,000)
Fiscal Year 1995: ¥2,200,000 (Direct Cost: ¥2,200,000)
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| Keywords | international comparison / traffic flow / capacity / signalized intersection / saturation flow rate / inter-vehicular headway / passenger car unit / lane-changing / driver behavior |
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| Research Abstract |
This study compares traffic flow characteristics of signalized intersections and basic expressway segments in selected cities in East Asia and determines parameters which are stable with growth of economy such that manila, Bangkok, Seoul and Tokyo with different economic levels are selected for the purpose of formulation of road design standards and transportation policies. For signalized intersections, saturation flow rates in Manila (1784 pcu/hr/lane) and Bangkok (1817 pcu/hr/lane) are significantly lower compared to Tokyo (1931 pcu/hr/lane) and Seoul (2024 pcu/hr/lane) due to difference in passenger car headway which is influenced by the relative operating capabilities and driver aggressiveness. Other reasons are difference in lane-changing behavior and the effect of buses. Starting lost time is largest in Manila (5.14 sec) followed by Bangkok (4.28 sec), Seoul (3.29 sec) and Tokyo (2.69 sec), respectively. This reflects the relative vehicle operating capability which is highest in Tokyo due to higher economic level and stricter vehicle inspection.
In expressway traffic flow, the maximum flow rate for the inner lane during morning weekday traffic in Seoul was around 2112 veh/hr followed by Tokyo at around 2004 veh/hr with the least value for Manila at around 1956 veh/hr. This is due to passenger cars mostly occupying the inner lane in Seoul in contrast to Tokyo and Manila where heavy vehicles mix with passenger cars. Another is better performance of vehicles in Seoul and Tokyo reflected by higher speeds. Also. lane-changing was relatively frequent in Manila than other cities. In terms of inner lane utilization of passenger cars, in Tokyo it is around 45% compared to Metro Manila which is around only 30%.
Results indicate the relationship between capacity and economic growth since development brings an increase in vehicle operating capability and level of road infrastructure, better traffic control system and improvement of driver and pedestrian behavior.
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