# Evaluation of Different Work Zone Road-Occupation Schemes for Monorail Construction
## 5 Analysis of Behavior Improvement of Schemes  
Traffic volume is an important factor affecting intersection capacity. The above analysis only focuses on the performance of each scheme under the measured traffic volume during peak hours and cannot reflect the traffic conditions across various traffic scenarios. The occupation of different lanes in the construction area affects not only the traffic efficiency of the entrance road but also the traffic operation of the opposite lane. Hence, it is essential to choose traffic volume in different entrance directions of urban intersections as sensitive factors to study the impact of construction occupation selection on intersections under diverse traffic conditions. According to the collected traffic data and Highway Capacity Manual (HCM) [41], the maximum service traffic volume for dual-direction, six-lane urban roads under a 40 km/h speed limit is 2133 veh/h. In performance improvement analysis, based on the actual traffic capacity of different entrances, the traffic volume range of the east entrance is taken as 0.3-1.0 V/C, and the traffic volume range of the west entrance is 0.2-0.8 V/C. The traffic volume data for performance improvement analysis is shown in Table 6. In the performance improvement analysis, changes are made only to the traffic volume at the east and west entrances, which has the most significant impact on the operational efficiency of the intersection, and the traffic volume at the north and south entrances remains constant. A total of six indicators, queue length, delay, number of vehicles, stopping frequency, and CO emissions from the VISSIM (2022 student) simulation results, as well as the number of conflicts obtained from the assessment model (SSAM X86) analysis, were selected for the performance improvement analysis. In Figures 4 and 5, the x, y, and z coordinates represent different traffic volumes at the west entrance, different traffic volumes at the east entrance, and the degree of performance \begin{table}
\begin{tabular}{c c} \hline \hline
**Direction** & **Traffic Volume (veh/h)** \\ \hline E & 711/948/1185/1422/1659/1896/2133 \\ W & 474/711/948/1185/1422/1659/1896 \\ \hline \hline \end{tabular} E represents the eastbound road; W represents the westbound road.  
\end{table} 
Table 6: East and west traffic simulation. \begin{table}
\begin{tabular}{c c c c c} \hline \hline
**Scheme** & **Rear-End Collision** & **Crossing Conflict** &
\begin{tabular}{c} **Lane-Change** \\ **Conflicts** \\ \end{tabular} & **Summary** \\ \hline Scheme 1 & 120 & 138 & 78 & 336 \\ Scheme 2 & 105 & 161 & 82 & 348 \\ Scheme 3 & 113 & 143 & 65 & 321 \\ \hline \hline \end{tabular}
\end{table} 
Table 5: Statistics on types of traffic conflicts. improvement for each indicator. They, respectively, show the control situation of Schemes 2 and 3 compared to Scheme 1 at the intersection, evaluating the superiority of 48 traffic combinations in six indices. The positive indicator is better than the original scheme, while the negative indicator is inferior to the original scheme. Figure 4a,b, respectively, show the improvement degree of queue length and vehicle quantity in Scheme 2 compared to Scheme 1. The improvement trend of both is consistent. When the traffic volume at the east entrance is small, Scheme 2 outperforms Scheme 1 at the intersection, with maximum improvement rates of 54.4% and 65.8%, respectively. As the traffic volume at the east entrance gradually increases, the improvement effect of Scheme 2 gradually decreases to be consistent with the effect of Scheme 1. On the other hand, the improvement rate decreases with the increase in traffic volume at the west entrance, but the change is relatively small. Figure 4: Improvement ratio (IR) of Scheme 2 compared with Scheme 1. (**a**) Queue length, (**b**) number of vehicles, (**c**) CO emissions, (**d**) number of stops, (**e**) delay, and (**f**) number of conflicts. Figure 4c illustrates the degree of improvement in CO emissions for Scheme 2, similar to the overall trend of queue length and vehicle quantity.