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Light-Rail Extension
in Solna
Integrated model application of
Light Rail in Stockholm
Magnus Lind
WSP Sverige
2012-03-20
Light-Rail: Solnagrenen
• The light-rail extension from Alvik
to Solna Station
• Stage 3- Solna Business Park to
Solna Station
Frösundaleden – Traffic Flows
Passes Ankdamsrondellen in a tunnel underneath??
Solnagrenen- Frösundaleden
Tvärbanan Frösundaleden
cost reduction
 Minimise Construction works
 Trains to cross Ankdamsrondellen at grade
 Suggested to cross also Solnavägen at grade instead of grade separated in
tunnel
Tvärbanan-Light Rail compared with Trams
 Tracks (often) segregated from the carriageway
 Higher Capacity and speed then Trams
 Absolute priority at signalised junctions
Ankdamsrondellen
Early attempt at design – all arms signalised
Later Design
Absolute priority for the light rail train
 The train needs a green light at least 150 meters before the junction
 The driver must decelerate to 15 Km/h at a point at least 40 m before the
junction
 The train needs at least 32 seconds to cross the junciton.
 At best, an extension of an existing phase of 21 seconds
 At worst, 53 seconds is needed if two trains meet
 This results in long red times for movements that are in conflict with the
train!
How will the traffic on Frösundaleden be effected?
 Can the train be given absolute priority through Ankdams ”roundabout”?
 What will be the delay for conflicting traffic flows and will those delays affect
the operation of adjacent junctions?
 Will the project affect the traffic flows for the whole area?
Methodology
 To answer these questions we decided:
 To model the network for two future years; 2007 and 2015, using the
software Sampers and EMME/2.
 The mesoscopic model Dynameq was used to evaluate the effect on the
Solna network.
 LINSIG was used to find a working layout for the junction and traffic signal
designs and to get co-ordinated signal timings for Dynameq and Vissim.
 To use a microsimulation model (vissim) to evaluate the final design.
 Expanded microsimulation model to evaluate the effects of bus priority on
Frösundaleden
DYNAMEQ
Mesoscopic model
DYNAMEQ Network for Stockholm
and Solna
DYNAMEQ
The graphical user interface for traffic
Signals in DYNAMEQ
• Staging
• Intergreen times
• Green times
LINSIG
 Brittish traffic signals model
 Models isolated junctions and networks
 Can model signalised roundabouts
 Can model several signal cycles
 Junction coordination
Work flow
Distribution of
traffic on the
Dynameq network
SAMPERS/
EMME/2
..to optimize the
signals network in
LINSIG
Use traffic flows
from DYNAMEQ…
Put the signal
timings back into
DYNAMEQ
To get the final
traffic flows on the
network
LinSig optimised
one last time
DYNAMEQ Network 2015
With train
• Traffic flow on
Gränsgatan halved
during peak hour
• +200 through
Råsunda
• Saturation rate at 103% on Frösundaleden!
Final Design
Vissim
Vissim was used to evaluate the designs
Conclusions
 The different models complement each other:
 Dynameq good for traffic assignment.
 Linsig good for co-ordinated signal timings.
 Vissim good for evuation of the detailed design.
 The effects of our design descisions quickly become apparant easing the
descision making process.
 However, any change in the design means you have to update at least two
different models.
 We havent found any one model that can handle all levels of modeling as
well as traffic signal optimisation.
Thanks for listening!
Questions?
[email protected]