## 5 Conclusions  
The integrated waiting area can be a cost-effective solution when an intersection faces high demand but limited land use. The basic idea of the integrated waiting area is to use part of approach lanes as left-turn and through waiting areas to fully utilize space resources at a signalized intersection. According to the number of lanes available used as the waiting area at the approach, two different design of integrated waiting area are mentioned: full-IWA and partial-IWA. Theoretically, the design of full-IWA should generate greater benefits than a partial-IWA design. An evaluation of full-IWA performance and partial-IWA performance are considered and evaluated with the microsimulation system VISSIM. The experiment calculation results showed that the design of full-IWA exceeds the conventional intersection design in terms of decreasing the vehicle delay at the case study intersection. Furthermore, traffic volumes were changed. The delay analysis results show that, as the traffic volume increases, the effect of the design on decreasing the intersection delay will be even greater. It verified that the proposed full-IWA and partial-IWA design can effectively reduce vehicle delay and improve the traffic efficiency of oversaturated intersections. Evaluation of other partial-IWA performance should be considered in future research.  
\begin{table}
\begin{tabular}{c c c c c c c} \hline \hline  & \multicolumn{4}{c}{**Through**} & \multicolumn{2}{c}{**Left-turn**} \\ \cline{2-7}
**Number of Experiments** & \multicolumn{2}{c}{**Travel Time (s)**} & \multicolumn{2}{c}{**Vehicle Delay (s)**} & \multicolumn{2}{c}{**Travel Time (s)**} & \multicolumn{2}{c}{**Vehicle Delay (s)**} \\ \cline{2-7}  & **Lane 1** & **Lane 4,5** & **Lane 1** & **Lane 4,5** & & \\ \hline
**1** & 59.1 & 59.4 & 43.1 & 43.4 & 74.3 & 59.4 \\
**2** & 57.7 & 58.7 & 41.7 & 42.7 & 70.4 & 55.5 \\
**3** & 57.8 & 58.2 & 41.7 & 42.2 & 75.4 & 60.4 \\
**4** & 62.3 & 60.9 & 46.3 & 44.9 & 71.3 & 56.3 \\
**5** & 60.1 & 62.1 & 44.1 & 46.1 & 70.7 & 55.7 \\
**Average** & 59.4 & 59.9 & 43.4 & 43.9 & 72.4 & 57.5 \\ \hline \hline \end{tabular}
\end{table}
Table 4: Experimental data before the setting of the integrated waiting area.  
\begin{table}
\begin{tabular}{c c c c c c c} \hline \hline  & \multicolumn{4}{c}{**Through**} & \multicolumn{2}{c}{**Left-turn**} \\ \cline{2-7}
**Number of Experiments** & \multicolumn{2}{c}{**Travel Time (s)**} & \multicolumn{2}{c}{**Vehicle Delay (s)**} & \multicolumn{2}{c}{**Travel Time (s)**} & \multicolumn{2}{c}{**Vehicle Delay (s)**} \\ \cline{2-7}  & **Lane 1** & **Lane 4,5** & **Lane 1** & **Lane 4,5** & & \\ \hline
**1** & 59.0 & 59.1 & 43.1 & 43.1 & 54.9 & 39.9 \\
**2** & 56.5 & 58.1 & 40.6 & 42.2 & 53.9 & 39.0 \\
**3** & 57.7 & 56.9 & 41.7 & 40.9 & 55.9 & 40.9 \\
**4** & 61.2 & 60.4 & 45.2 & 44.4 & 53.3 & 38.3 \\
**5** & 59.4 & 60.1 & 43.5 & 44.0 & 53.8 & 38.9 \\
**Average** & 58.8 & 58.9 & 42.8 & 42.9 & 54.4 & 39.4 \\ \hline \hline \end{tabular}
\end{table}
Table 5: Experimental data after the setting of the integrated waiting area.  
**Funding:** This work is supported by the National Natural Science Foundation of China (61772454, 61811530332, and 61811540410).  
**Conflicts of Interest:** The authors declare no conflicts of interest.