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Violating this condition thus implies “holding” flows when there is still spare capacity. In the model 3, the queue has been reflected but it cannot propagate. Learning from the CTM, we transform the original network into a cell-node network. Thus link a is divided into several cells so that we can use cell a instead. According CTM, U a (t ) ≤ U am (4a) U a (t ) ≤ ω v f [ N j (k ) − X j (k )] = ω v f [ H a − Pa (t ) − Va (t )] (4b) Where Uam is the maximum inflow of a cell a and Ha is the maximum vehicles cell a can hold.

The two have the same characteristic except direction. Let vam (uam) is the capacity of a lane in cell a, ha is the holding capacity of a lane in cell a, na is the number of lane that cell a have and ρ a is the number of contra-flow lanes in cell a. If ρ a < 0 , it means ρ a contra-flow lanes are needed in cell –a. When contra-flow lanes are deployed on cell a, the capacity Vam and the holding capacity Ha of cell a are changed as Table 1. t. 4 Algorithm Noted that without thinking constraint 7g (OSP constraint), model 7 is an integer programming model, we can use traditional algorithm to solve the model.

However, under the extreme condition, the signal facilities of the intersection may be destroyed due to the failure of electric power, damage of traffic sensors and communication interruption, and the signal lights cannot be functional described by Ardekani and Hobeika [1]. The evacuation may be a new disaster unless the disruptive intersections are not managed well, so the intersection crossing elimination is paying more and more attention in evacuation management in recent years. The primary research was carried out by Cova and Johnson [2] and a lane-based routing plan was generated that traded total vehicle travel-distance against merging, while preventing traffic crossing-conflicts at intersections.

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