This document discusses using GPS probe and Bluetooth traffic monitoring data to measure performance on interrupted flow facilities like arterials. It finds that while freeway probe data is generally accurate, arterial probe data quality varies based on factors like traffic volume, number of signals, and driveways. It provides examples comparing arterial probe data to Bluetooth detector data, and recommends arterials that are likely, possibly, or unlikely to have accurate probe data based on characteristics. It suggests using the entire travel time distribution to validate probe data, not just average speeds.
Wherecamp Navigation Conference 2015 - The unintelligent swarmWhereCampBerlin
1) The document discusses how traffic routing oscillations can occur when a high percentage of drivers receive real-time traffic information from the same provider and choose routes based on that information.
2) Microsimulations of a worst-case scenario showed that when all drivers on the network received the same estimated travel times, it led to unstable routing patterns as traffic levels on different roads continually fluctuated.
3) To overcome these instabilities, the document recommends using stochastic route choice models that incorporate an element of uncertainty into individual routing decisions, helping to distribute traffic more evenly across the network.
The document summarizes a study conducted by the Westchester County Department of Public Works to optimize traffic signal timing across 28 municipalities through signal retiming. Signal retiming aims to improve traffic flow and reduce emissions by analyzing existing traffic patterns and signal infrastructure. The study collected data from over 600 intersections, analyzed current conditions and potential timing/coordination improvements. It estimated user delay cost savings of $108 million could result from improved signal timing without upgrades. Municipalities then applied for funding to implement recommended timing plans and signal upgrades identified in the study.
This document proposes a methodology to estimate bus passenger loads using only automatic vehicle location (AVL) data. The methodology involves several steps: (1) estimating high-level network demand based on original schedules and AVL-based headway deviations, (2) decomposing AVL-based dwell times to estimate boarding and alighting times per passenger, (3) estimating trip-level load profiles using local regression on dwell times and previously calculated constants, and (4) determining typical load profiles based on trip-level estimates. The methodology was tested on AVL data from Dublin buses and produced estimated load profiles for sample routes, though further validation is still needed. Future work may focus on improving maximum load point selection and considering temporal factors
Updated Traffic Analysis Tools for Complete StreetsWSP
Incorporating Pedestrian Level of Service into Traffic Analysis for Improved Decision-Making
Presented by Paul Tétreault, Eng., Urb., P.Eng., M.U.P. and François Bélisle, Eng., B.Sc., M.A. from WSP | Parsons Brinckerhoff at the 2015 Transportation Association of Canada (TAC) Conference & Exhibition, from September 27 to 30.
This document discusses signal coordination for arterial roads and networks. It defines progression as coordinating signal timings so vehicles can move efficiently through a series of intersections. Key aspects of progression include offset, bandwidth, and bandwidth capacity. Offset is the difference in green start times between signals and must be optimized. Bandwidth is the amount of green time a continuous platoon can pass through without stopping. Software tools can be used to model traffic flow and optimize signal timing for both small and large road networks.
Transit Signalisation Priority (TSP) - A New Approach to Calculate GainsWSP
Presentation by François Bélisle, Eng. , B.Sc., M.A. and Stephan Kellner, Eng., P.Eng., MS delivered at the 2015 Transportation Association of Canada (TAC) Conference & Exhibition, from September 27 to 30.
Wherecamp Navigation Conference 2015 - The unintelligent swarmWhereCampBerlin
1) The document discusses how traffic routing oscillations can occur when a high percentage of drivers receive real-time traffic information from the same provider and choose routes based on that information.
2) Microsimulations of a worst-case scenario showed that when all drivers on the network received the same estimated travel times, it led to unstable routing patterns as traffic levels on different roads continually fluctuated.
3) To overcome these instabilities, the document recommends using stochastic route choice models that incorporate an element of uncertainty into individual routing decisions, helping to distribute traffic more evenly across the network.
The document summarizes a study conducted by the Westchester County Department of Public Works to optimize traffic signal timing across 28 municipalities through signal retiming. Signal retiming aims to improve traffic flow and reduce emissions by analyzing existing traffic patterns and signal infrastructure. The study collected data from over 600 intersections, analyzed current conditions and potential timing/coordination improvements. It estimated user delay cost savings of $108 million could result from improved signal timing without upgrades. Municipalities then applied for funding to implement recommended timing plans and signal upgrades identified in the study.
This document proposes a methodology to estimate bus passenger loads using only automatic vehicle location (AVL) data. The methodology involves several steps: (1) estimating high-level network demand based on original schedules and AVL-based headway deviations, (2) decomposing AVL-based dwell times to estimate boarding and alighting times per passenger, (3) estimating trip-level load profiles using local regression on dwell times and previously calculated constants, and (4) determining typical load profiles based on trip-level estimates. The methodology was tested on AVL data from Dublin buses and produced estimated load profiles for sample routes, though further validation is still needed. Future work may focus on improving maximum load point selection and considering temporal factors
Updated Traffic Analysis Tools for Complete StreetsWSP
Incorporating Pedestrian Level of Service into Traffic Analysis for Improved Decision-Making
Presented by Paul Tétreault, Eng., Urb., P.Eng., M.U.P. and François Bélisle, Eng., B.Sc., M.A. from WSP | Parsons Brinckerhoff at the 2015 Transportation Association of Canada (TAC) Conference & Exhibition, from September 27 to 30.
This document discusses signal coordination for arterial roads and networks. It defines progression as coordinating signal timings so vehicles can move efficiently through a series of intersections. Key aspects of progression include offset, bandwidth, and bandwidth capacity. Offset is the difference in green start times between signals and must be optimized. Bandwidth is the amount of green time a continuous platoon can pass through without stopping. Software tools can be used to model traffic flow and optimize signal timing for both small and large road networks.
Transit Signalisation Priority (TSP) - A New Approach to Calculate GainsWSP
Presentation by François Bélisle, Eng. , B.Sc., M.A. and Stephan Kellner, Eng., P.Eng., MS delivered at the 2015 Transportation Association of Canada (TAC) Conference & Exhibition, from September 27 to 30.
The document discusses platoon dispersion of heterogeneous traffic on a corridor in Chennai, India. Data on platoon sizes and travel times was collected at distances of 200-1400m between intersections under fixed-time signal control. Platoon sizes decreased with distance due to differences in vehicle speeds and interactions. The average travel speed was 46km/hr. Robertson's platoon dispersion model with a smoothing factor of 0.878 provided the best fit to the data. Traffic composition and distances between six intersections on the study corridor are also presented.
This document provides an overview and demonstration of optimizing signal timing in Synchro Studio 10. It discusses key terminology related to signal timing like cycle length, split, offset, and coordination. It demonstrates the software's interface and describes settings for lanes, volumes, nodes, timing, phasing, detectors, and optimization. Examples are provided for signal design considerations, available analysis tools, and optimizing intersections and networks. Questions are welcomed from the audience.
This document summarizes a study conducted on optimizing traffic signal timing in Western Australia using SCATS (Sydney Coordinated Adaptive Traffic System). Two sites - Tonkin Highway/Kelvin Road intersection and Orrong Road corridor - were modeled with various SCATS timing options. Modeling found options that reduced delay up to 57% and carbon emissions. Option 5 for Orrong Road, involving widespread incremental split selection and optimal cycle times, showed the largest delay and speed improvements. The study recommends considering signal timing solutions on a case-by-case basis and alternative auditing procedures to further optimize intersections using SCATS.
Spot speed studies are used to determine the speed
distribution of a traffic stream at a specific location. I The data gathered in spot speed studies are used to determine vehicle speed percentiles, which are useful in making many speed-related decisions
U.S. Department of Defense (DOD) is one of the U.S.’s largest employers and landowners, with over 27 million acres spread across 4,700 sites. DOD facilities experience unique challenges related to specialized military equipment, large troop movements, and entry control facilities (ECF). DOD ECF serve the dual purpose of processing vehicles and protecting personnel and assets.
This presentation will provide an overview of DOD and
SDDCTEA, Jason’s responsibilities in the organization,
and the installation and use of entry control facilities.
This document discusses the design of actuated signal timing. It explains that actuated signals use detection to allow green time on approaches based on traffic demand, as opposed to pretimed signals which have fixed timing. The types of actuated control include semi-actuated, full-actuated, and volume-density control. It then outlines the steps to design actuated signal timing, including determining minimum green times, passage times, critical lane volumes, yellow and all red intervals, initial cycle length, and pedestrian requirements. Detection types and how maximum green times function in semi-actuated and fully-actuated control are also explained.
This document discusses signal retiming, which is the process of optimizing traffic signal timing parameters like cycle length, offset, and split times. Signal retiming can reduce delays, stops, fuel consumption, and accidents at intersections. It is conducted by collecting traffic data and analyzing it using software to determine improved signal timing plans. Signal retiming should be conducted every 1-3 years to account for changing traffic patterns and is estimated to cost $2,500 per intersection. Studies show signal retiming can reduce delays by 15-30% and lower fuel consumption and emissions.
This document discusses the National Maritime Safety Authority's radar tide gauge systems in Papua New Guinea. It currently has four radar tide gauges operating in Port Moresby, Lae, Kimbe, and Alotau, installed in 2006. Four more gauges will be installed this year in Madang, Manus, Buka, and West Sepik. The primary function of the radar tide gauges is to accurately measure, record, and disseminate real-time oceanic, atmospheric, and meteorological data for use by the maritime transport sector and other organizations. This report aims to inform surveyors about the radar tide gauge systems and the importance of tide data for near shore and port hydrographic surveys.
Presentation on Spot Speed Study Analysis for the course CE 454nazifa tabassum
This presentation describes the process of Spot Speed Study Analysis, how it can be performed and how the findings from such studies can help to improve road design in urban areas.
Group 18 designed three traffic signal systems for intersections along Speedway Blvd near the University of Arizona. Their recommended design uses cameras to detect queue sizes up to three cars and adjusts green light times accordingly. They tested the designs in a Simulink traffic model, calculating average delays and queues at each intersection. Design 2 performed best by minimizing delays while keeping queues low. The group met weekly from November to December to develop the traffic models, analyze results, and write their final report.
This document summarizes a study of saturation flow rates and delay at a signalized intersection in Dehiwala, Sri Lanka. Field observations were made between 2:55-3:30pm on August 14, 2017. The mean saturation flow rate was calculated as 1460.5 vehicles/hour. The intersection control delay per vehicle was calculated as 5.677 seconds, resulting in a level of service B. Several limitations of the study are noted, including disturbances from pedestrians and issues with video clarity. Proposed measures are given to address the limitations and improve traffic flow, such as upgrading the signal system and separating pedestrian and vehicle flows.
This document provides information for analyzing a multi-lane highway including general site details, traffic volume inputs, speed inputs, and operational and design level of service calculations. It analyzes a 1.6 km highway section with a 6% grade, calculates adjusted traffic volumes and free-flow speed based on lane width and access points, and determines the highway requires 1.7 lanes to operate at level of service B under projected peak hour traffic volumes of 1000 vehicles per hour.
Traffic volume study-opresentation by ahmed ferdous - 1004137-buetAhmed Ferdous Ankon
This document summarizes a traffic volume study conducted at the intersection of Russell Square and Panthapath in Dhaka, Bangladesh. The study involved manual counting of vehicle types over short durations to determine vehicle composition, directional distribution, and flow rates throughout the day. Key findings included light vehicles comprising the majority of traffic at 49%, an average daily traffic volume of 2375 vehicles, and a peak flow rate of 2456 passenger car units per day. Flow fluctuation patterns showed non-uniform traffic volumes throughout the day rather than a single peak period. The study aims to provide data to inform transportation planning, design, and management decisions.
In deze lezing worden recent afgeronde TRAIL proefschriften besproken, met focus op de relevantie voor de praktijk. We bespreken recente ontwikkeling in verkeersmanagement en coöperatieve systemen, crowd- en evacuatiemanagement en transport security. We bespreken ook kort de verschuiving van de focus binnen de leerstoel Traffic Operations and Management.
The document discusses a traffic impact assessment (TIA) process. A TIA is used to determine the transportation and traffic impacts of a proposed development project. It identifies mitigation measures needed to reduce congestion and maintain road safety. The TIA process involves collecting existing traffic data, analyzing traffic generation and distribution, evaluating levels of service, identifying issues, and proposing solutions. It provides input for other reports and allows local authorities to assess developer contributions to road improvements.
Travel speed report by pronob ghosh buet 1204011Pronob Ghosh
This document provides a summary of a traffic speed study conducted on the roadway from Panthapath Signal to Russel Square in Dhaka City, Bangladesh. Spot speeds and travel speeds of various vehicles were collected using different methods and analyzed. Statistical tests like normal distribution fitting and chi-square tests were used to analyze spot speed data. Delay studies and benefit-cost ratio analyses were also performed using the travel speed data. The results of the study will help recommend speed limits and other traffic control measures to improve traffic flow efficiency on the roadway.
Traffic light signals regulate traffic flow at intersections through different colored lights and timed phases. They aim to improve safety by organizing conflicting traffic streams and increase junction capacity. A signal cycle consists of phases allotted to traffic movements, with intervals for changing lights. Sensors detect vehicle presence and adjust timings. Manual design methods calculate optimal cycle lengths and phase timings based on traffic volumes and pedestrian clearance needs to minimize delays.
1) The document discusses innovations in traffic management, using suppression of wide moving jams as the main example.
2) It emphasizes the importance of integrating different traffic management measures and field trials to drive innovations.
3) Monitoring innovations like vehicle-to-vehicle technology are needed to improve integrated network management, especially as vehicles become actuators that can be controlled.
This document summarizes the key aspects and objectives of conducting traffic surveys. It discusses that traffic surveys are important for transportation engineers to plan and design traffic facilities, determine the need for traffic control devices, study the effectiveness of schemes, diagnose situations and find solutions, and forecast the effects of strategies. The document then outlines different types of traffic surveys, including studies of traffic volumes, speeds, densities, occupancies, axle loads, street and intersection capacities, travel demand, road user costs, parking supply and demand, road features, and accidents. It provides details on the objectives and methodology of conducting traffic volume studies specifically.
This document proposes using drones to assist emergency vehicles by providing real-time traffic information. It discusses how current traffic sensing technologies have drawbacks and drones can help overcome these. It outlines a framework where drones would collect link-based data on traffic density, queues, and road geometry. This data would be used to calculate real-time link costs, and an algorithm would find the k-shortest reliable paths for emergency vehicles to take based on the changing link costs. The methodology, including data collection and modeling, is described. The approach aims to reduce emergency response times by dynamically routing vehicles based on real-time traffic conditions monitored by drones.
The document discusses platoon dispersion of heterogeneous traffic on a corridor in Chennai, India. Data on platoon sizes and travel times was collected at distances of 200-1400m between intersections under fixed-time signal control. Platoon sizes decreased with distance due to differences in vehicle speeds and interactions. The average travel speed was 46km/hr. Robertson's platoon dispersion model with a smoothing factor of 0.878 provided the best fit to the data. Traffic composition and distances between six intersections on the study corridor are also presented.
This document provides an overview and demonstration of optimizing signal timing in Synchro Studio 10. It discusses key terminology related to signal timing like cycle length, split, offset, and coordination. It demonstrates the software's interface and describes settings for lanes, volumes, nodes, timing, phasing, detectors, and optimization. Examples are provided for signal design considerations, available analysis tools, and optimizing intersections and networks. Questions are welcomed from the audience.
This document summarizes a study conducted on optimizing traffic signal timing in Western Australia using SCATS (Sydney Coordinated Adaptive Traffic System). Two sites - Tonkin Highway/Kelvin Road intersection and Orrong Road corridor - were modeled with various SCATS timing options. Modeling found options that reduced delay up to 57% and carbon emissions. Option 5 for Orrong Road, involving widespread incremental split selection and optimal cycle times, showed the largest delay and speed improvements. The study recommends considering signal timing solutions on a case-by-case basis and alternative auditing procedures to further optimize intersections using SCATS.
Spot speed studies are used to determine the speed
distribution of a traffic stream at a specific location. I The data gathered in spot speed studies are used to determine vehicle speed percentiles, which are useful in making many speed-related decisions
U.S. Department of Defense (DOD) is one of the U.S.’s largest employers and landowners, with over 27 million acres spread across 4,700 sites. DOD facilities experience unique challenges related to specialized military equipment, large troop movements, and entry control facilities (ECF). DOD ECF serve the dual purpose of processing vehicles and protecting personnel and assets.
This presentation will provide an overview of DOD and
SDDCTEA, Jason’s responsibilities in the organization,
and the installation and use of entry control facilities.
This document discusses the design of actuated signal timing. It explains that actuated signals use detection to allow green time on approaches based on traffic demand, as opposed to pretimed signals which have fixed timing. The types of actuated control include semi-actuated, full-actuated, and volume-density control. It then outlines the steps to design actuated signal timing, including determining minimum green times, passage times, critical lane volumes, yellow and all red intervals, initial cycle length, and pedestrian requirements. Detection types and how maximum green times function in semi-actuated and fully-actuated control are also explained.
This document discusses signal retiming, which is the process of optimizing traffic signal timing parameters like cycle length, offset, and split times. Signal retiming can reduce delays, stops, fuel consumption, and accidents at intersections. It is conducted by collecting traffic data and analyzing it using software to determine improved signal timing plans. Signal retiming should be conducted every 1-3 years to account for changing traffic patterns and is estimated to cost $2,500 per intersection. Studies show signal retiming can reduce delays by 15-30% and lower fuel consumption and emissions.
This document discusses the National Maritime Safety Authority's radar tide gauge systems in Papua New Guinea. It currently has four radar tide gauges operating in Port Moresby, Lae, Kimbe, and Alotau, installed in 2006. Four more gauges will be installed this year in Madang, Manus, Buka, and West Sepik. The primary function of the radar tide gauges is to accurately measure, record, and disseminate real-time oceanic, atmospheric, and meteorological data for use by the maritime transport sector and other organizations. This report aims to inform surveyors about the radar tide gauge systems and the importance of tide data for near shore and port hydrographic surveys.
Presentation on Spot Speed Study Analysis for the course CE 454nazifa tabassum
This presentation describes the process of Spot Speed Study Analysis, how it can be performed and how the findings from such studies can help to improve road design in urban areas.
Group 18 designed three traffic signal systems for intersections along Speedway Blvd near the University of Arizona. Their recommended design uses cameras to detect queue sizes up to three cars and adjusts green light times accordingly. They tested the designs in a Simulink traffic model, calculating average delays and queues at each intersection. Design 2 performed best by minimizing delays while keeping queues low. The group met weekly from November to December to develop the traffic models, analyze results, and write their final report.
This document summarizes a study of saturation flow rates and delay at a signalized intersection in Dehiwala, Sri Lanka. Field observations were made between 2:55-3:30pm on August 14, 2017. The mean saturation flow rate was calculated as 1460.5 vehicles/hour. The intersection control delay per vehicle was calculated as 5.677 seconds, resulting in a level of service B. Several limitations of the study are noted, including disturbances from pedestrians and issues with video clarity. Proposed measures are given to address the limitations and improve traffic flow, such as upgrading the signal system and separating pedestrian and vehicle flows.
This document provides information for analyzing a multi-lane highway including general site details, traffic volume inputs, speed inputs, and operational and design level of service calculations. It analyzes a 1.6 km highway section with a 6% grade, calculates adjusted traffic volumes and free-flow speed based on lane width and access points, and determines the highway requires 1.7 lanes to operate at level of service B under projected peak hour traffic volumes of 1000 vehicles per hour.
Traffic volume study-opresentation by ahmed ferdous - 1004137-buetAhmed Ferdous Ankon
This document summarizes a traffic volume study conducted at the intersection of Russell Square and Panthapath in Dhaka, Bangladesh. The study involved manual counting of vehicle types over short durations to determine vehicle composition, directional distribution, and flow rates throughout the day. Key findings included light vehicles comprising the majority of traffic at 49%, an average daily traffic volume of 2375 vehicles, and a peak flow rate of 2456 passenger car units per day. Flow fluctuation patterns showed non-uniform traffic volumes throughout the day rather than a single peak period. The study aims to provide data to inform transportation planning, design, and management decisions.
In deze lezing worden recent afgeronde TRAIL proefschriften besproken, met focus op de relevantie voor de praktijk. We bespreken recente ontwikkeling in verkeersmanagement en coöperatieve systemen, crowd- en evacuatiemanagement en transport security. We bespreken ook kort de verschuiving van de focus binnen de leerstoel Traffic Operations and Management.
The document discusses a traffic impact assessment (TIA) process. A TIA is used to determine the transportation and traffic impacts of a proposed development project. It identifies mitigation measures needed to reduce congestion and maintain road safety. The TIA process involves collecting existing traffic data, analyzing traffic generation and distribution, evaluating levels of service, identifying issues, and proposing solutions. It provides input for other reports and allows local authorities to assess developer contributions to road improvements.
Travel speed report by pronob ghosh buet 1204011Pronob Ghosh
This document provides a summary of a traffic speed study conducted on the roadway from Panthapath Signal to Russel Square in Dhaka City, Bangladesh. Spot speeds and travel speeds of various vehicles were collected using different methods and analyzed. Statistical tests like normal distribution fitting and chi-square tests were used to analyze spot speed data. Delay studies and benefit-cost ratio analyses were also performed using the travel speed data. The results of the study will help recommend speed limits and other traffic control measures to improve traffic flow efficiency on the roadway.
Traffic light signals regulate traffic flow at intersections through different colored lights and timed phases. They aim to improve safety by organizing conflicting traffic streams and increase junction capacity. A signal cycle consists of phases allotted to traffic movements, with intervals for changing lights. Sensors detect vehicle presence and adjust timings. Manual design methods calculate optimal cycle lengths and phase timings based on traffic volumes and pedestrian clearance needs to minimize delays.
1) The document discusses innovations in traffic management, using suppression of wide moving jams as the main example.
2) It emphasizes the importance of integrating different traffic management measures and field trials to drive innovations.
3) Monitoring innovations like vehicle-to-vehicle technology are needed to improve integrated network management, especially as vehicles become actuators that can be controlled.
This document summarizes the key aspects and objectives of conducting traffic surveys. It discusses that traffic surveys are important for transportation engineers to plan and design traffic facilities, determine the need for traffic control devices, study the effectiveness of schemes, diagnose situations and find solutions, and forecast the effects of strategies. The document then outlines different types of traffic surveys, including studies of traffic volumes, speeds, densities, occupancies, axle loads, street and intersection capacities, travel demand, road user costs, parking supply and demand, road features, and accidents. It provides details on the objectives and methodology of conducting traffic volume studies specifically.
This document proposes using drones to assist emergency vehicles by providing real-time traffic information. It discusses how current traffic sensing technologies have drawbacks and drones can help overcome these. It outlines a framework where drones would collect link-based data on traffic density, queues, and road geometry. This data would be used to calculate real-time link costs, and an algorithm would find the k-shortest reliable paths for emergency vehicles to take based on the changing link costs. The methodology, including data collection and modeling, is described. The approach aims to reduce emergency response times by dynamically routing vehicles based on real-time traffic conditions monitored by drones.
1) The document discusses the development of a traffic data fusion methodology that intelligently combines multiple data sources to obtain more accurate and complete traffic information than any single source can provide alone.
2) Different data sources have strengths and weaknesses depending on traffic conditions, and understanding these strengths and weaknesses helps to resolve differences between sources.
3) Intelligent data fusion using quality measures from multiple sources can provide near-complete traffic coverage and high quality information, improving transport network management and planning.
AITPM Conference Presentation Anthony JohnstoneJumpingJaq
The City of Perth conducted a cycle time study to investigate reducing cycle times at signals in the CBD to improve walkability without negatively impacting other road users. Stage 1 modeling found reducing cycle times to 120 seconds increased average private vehicle speeds by 12% and bus speeds by 13% while reducing pedestrian delay by 91 hours in AM and 86 hours in PM. Stage 2 implementation at trial sites saw cycle times reduced by up to 46% with similar travel time and pedestrian delay reductions as the model. The study demonstrated cycle time reductions can benefit pedestrians with minimal traffic impacts.
Systems engineering documents like concept of operations, system requirements, verification, and validation plans provide a structure for agencies to assess whether adaptive traffic control systems can address their issues. Adaptive systems aim to minimize delays and stops by adjusting cycle lengths, splits, offsets, and other parameters in real-time based on detected traffic. Studies show adaptive systems reduce delays, especially at higher congestion levels, though benefits depend on the location. Common adaptive systems include SCATS, SCOOT, RHODES, and InSync, which vary in their algorithms and architectures. High-resolution performance measures from detectors can evaluate system performance. Agencies should use adaptive selectively where appropriate and evaluate outcomes.
CIR’s Events upcoming are always listed at http://www.hvm-uk.com Go there to plan your excellent networking and tech learning schedule!
CIR is proud to present the takeaways from the Smart Systems Summit 2014 at the prestigious Institute of Directors in Pall Mall, West London 1-2 October. This year's programme was truly excellent, with over 30 speakers.
smart, energy, grids, power, homes. transport, living, sensors, IOT, M2M, Industrial internet, technology, industry, markets, value, innovation, marketing, products, services, monetisation, growth, better
Potomac River Crossing Data Development StudyFairfax County
The document summarizes a study examining existing and future cross-river traffic between Virginia and Maryland across the Potomac River. It analyzed traffic volumes, speeds, and origin-destination patterns at multiple river crossings. Key findings include that interstate highways carry the highest traffic volumes currently, while rail volumes are comparable during peak periods. Speeds varied by crossing and time of day. Origin-destination data showed disbursed trip patterns across the region. Traffic and passenger volumes are forecasted to increase the most by 2040 at more distant crossings. The study developed a common set of data on crossings but did not make recommendations, only defining problems.
This document proposes an intelligent urban traffic control system for Kajang, Malaysia to address traffic congestion issues. It identifies four intersections experiencing congestion during peak hours. Data was collected through traffic surveys and analyzed to determine optimal cycle times, green splits, and offsets. A proposed solution involves upgrading the existing traffic control system with an advanced traffic management system incorporating sensors, variable message signs, and centralized monitoring and control to optimize traffic flows.
Battery Powered and Hybrid Drive Opportunities in Heavy Duty, Large Capacity,...Newton Montano
Battery Powered and Hybrid Drive Opportunities in Heavy Duty, Large Capacity, People Mover Applications.
Electric and hybrid passenger vehicles are no longer a vision or a trend. Their increasing numbers in our roads today signify a change in the mobility space. Yet, commercial heavy-duty and off-road vehicles have the potential to exceed passenger vehicles adoption rates. The main reason is that commercial heavy-duty and off-road vehicles, in most cases, have a more predictable driving routes and duty cycles. Heavy Duty, Large Capacity, People Mover such of those designed and manufactured by Southern California based Trams International, benefit from extensive vehicle design experience proven by actual vehicle performance and constant heavy-duty usage. Trams International’s methodical application analysis is especially critical when implementing advanced vehicle electrification technologies. By defining, measuring and analyzing the vehicle application, Trams International establishes realistic vehicle performance which in turn also defines viable fleet financial models.
ATS-16: Making Data Count, Krista NordbackBTAOregon
The document introduces the Bike-Ped Portal, a national online archive of non-motorized traffic count data. It provides an overview of the portal, including its purpose to aggregate and share bicycle and pedestrian count data. Users can upload their count data to the portal and download data. The portal currently includes over 5 million records from 5 states. The presentation demonstrates how to search for and visualize count data on the portal site.
Building trip matrices from mobile phone data JumpingJaq
This document discusses using mobile phone data to build trip matrices for transportation modeling and planning. It outlines both the strengths and weaknesses of this approach. Some key strengths include capturing a large number of trips including non-motorized trips, low cost, and transparency. However, it also notes weaknesses like limited ability to distinguish trip purpose and mode. The document provides details on how trips, modes, and purposes can be estimated from the mobile phone data. It also discusses privacy issues and provides examples of current applications in the UK.
The document proposes an intelligent urban traffic control system for Kajang, Malaysia to address traffic congestion issues. It analyzes 4 intersections experiencing long queues and delays during peak hours. Data collection and traffic surveys were conducted to determine optimum cycle times, green splits, and offsets. A proposed advanced traffic management system is described using sensors, variable message signs, and centralized control to monitor traffic flow, detect incidents, and disseminate real-time information to drivers. Upgrading existing controllers with new technologies and coordination is recommended to optimize traffic flow in Kajang.
This document provides an overview of traffic engineering studies including speed studies, volume studies, origin-destination studies, accident studies, and parking studies. It discusses the significance and methods for each type of study. Spot speed, time mean speed, and running speed are defined. Traffic volume counting methods including mechanical and manual counts are described. Origin-destination studies help plan transportation systems and their uses are outlined. Accident studies are used to identify causes and locations of accidents. Parking studies inventory spaces and usage through surveys. Common parking styles like parallel, angle, and 90 degree are illustrated. Finally, traffic control devices like signs, signals, and road markings that help traffic engineers communicate with drivers are introduced.
PSU Friday Transportation Seminar 10/4/2013, featuring Michael Mauch of DKS Associates: Real-world traffic trends observed in PORTAL and INRIX traffic data are used to expand the performance measures that can be obtained from Portland Metro's travel demand model to include the number of hours of congestion that can be expected during a typical weekday and travel time reliability measures for congested freeway corridors.
Forum presentation #4 innovative signal control at mlk cve5022 c-5110c_finNathan Baker
The document summarizes a presentation on innovative signal control for an intersection in Uptown Cincinnati. It analyzed the existing traffic conditions and performance of the pre-timed signal control, which was found to have long delays. An alternative with actuated signal control and geometric changes was modeled and found to improve traffic flow. An adaptive traffic signal control system was also proposed, which uses algorithms to adjust signal timing in response to real-time traffic conditions. Modeling showed this approach could reduce delays and increase speeds compared to the existing control system. The presentation concluded with recommendations to further optimize the adaptive system and evaluate impacts and costs of implementation.
EDF2014: Ralf-Peter Schaefer, Head of Traffic Product Unit, TomTom, Germany: ...European Data Forum
Industry Keynote Talk by Ralf-Peter Schaefer, Head of Traffic Product Unit, TomTom, Germany at the European Data Forum 2014, 20 March 2014 in Athens, Greece: Probe Data Analytics and Processing for Traffic Information, Traffic Planning and Traffic Management.
LAFINHAN O. O. FINAL YEAR PROJECT PRESENTATIONTobi Lafinhan
This document summarizes a student's final year project presentation on designing a pre-timed traffic signal at the University of Ibadan main gate intersection. The student conducted traffic studies at the intersection, collecting data on vehicle and pedestrian volumes during morning and afternoon peak periods. Analysis of this data showed high traffic volumes and justified the need for a traffic signal. The student then designed the signal, determining the optimal cycle length, phase timings and other parameters. The presentation concludes with recommendations and the project's contributions to knowledge on traffic conditions at this intersection.
Similar to MEASURING PERFORMANCE ON INTERRUPTED FLOW FACILITIES WITH GPS V2 (20)
MEASURING PERFORMANCE ON INTERRUPTED FLOW FACILITIES WITH GPS V2
1. MEASURING PERFORMANCE
ON INTERRUPTED FLOW
FACILITIES WITH GPS PROBE
AND BLUETOOTHTRAFFIC
MONITORING DATA
Reuben M. Juster, EIT
Stanley E.Young, P.E., Ph.D.
Elham Sharifi, Ph.D.
CATTworks
2. Vehicle Probes
• Alternative source of travel time
data
• Third party vendors aggregate
highway vehicles’ travel data
• Many different devices within or
embedded in vehicles transmit the
data
• Aggregated data is usually
cleaned to get one reading per
segment of roadway per time
period
• Data available to users through
web-interface / API
Car
Manufacturers
Fleet
Operators
Phone
Manufacturers
Third PartyVendor
Cleaning
Us
4. Not All Probe Data is Created Equal
• Probe data was first used for freeway-based applications
• Probe data users became interested in arterial-based
applications
• The I-95 Corridor CoalitionVehicle Probe Project’s (VPP)
validation program accessed the accuracy of the probe
data
• Freeway data is generally more accurate than arterial
data for several reasons
5. Fundamental Facility Differences
Freeways (Uninterrupted)
• High volumes
• Continuous Flow
Arterials (Interrupted)
• Lower volumes
• Interrupted flow
• Red lights
• Driveways
• Adjacent land uses
• Not all arterials data is created equal
• Vary by volume, signalized
intersections, driveways, geometry
• MobilityVs. Accessibility
• Which arterials can have probe data to
derive performance measurements?
Driveway
Intersection
Interrupted
Uninterrupted
6. VPPValidation
• Contract requires vendors to meet certain quality metrics
• This requires frequent validation studies on representative
corridors to ensure that data meets metrics
• For freeways these metrics include Average Absolute Speed
Error (AASE) and Speed Error Bias (SEB)
• These metrics work well for a uni-modal freeway travel time
distributions, but not multi-modal arterial travel time
distributions
Picture Sources: BTS, FHWA
7. AlternateValidation Method (1/2)
09/02 09/09 09/16 09/23 09/30
0
5
10
15
Date/Time
TravelTime-Minutes
Northbound
Traversals
Outliers
09/03/12 09/05/12 09/07/12 09/09/12 09/11/12 09/13/12 09/15/12 09/17/12 09/19/12 09/21/12 09/23/12 09/25/12 09/27/12 09/29/12
0
5
10
15
Travel Time Plot - US Route 1 NB - between Telegraph Road and Fairfax County Parkway
Date & Time
TravelTime(minutes)
Score > 25
BTM ^ VPP v
11. Example 1 Corridor Description
• US-1, Mercer County, New Jersey
(Princeton)
• 6-8 lanes total
• <1 Signal per mile, 3.2 miles long
• Grade separate interchanges
• Minimal access points
• Resembles a freeway
13. Example 2 Corridor Description
• US-130, Burlington County, New
Jersey
• 6 lanes total
• 2 Signals per mile, 1.5 miles long
• Multi-cycle signal failures
Signalized Intersection
Grade-separate interchange
15. Recommendations
Arterials likely to have
accurate probe data
Arterials possibly to have
accurate probe data
Arterials unlikely to to
have accurate probe
data
• AADT >40000
• 2+ lanes each
direction
• <= 1 signals per mile
• PrincipalArterials
• Limited Curb cuts
• Confidently
characterize
congestion and
performance
measures
• AADT 20K to 40K
• 2+ lanes each direction
• 1 to 2 signals per mile
• Minor Arterials (HPMS)
• Some segments work
(likely), others fail
(unlikely)
• No cycle failures
• Should be reviewed to
see effectiveness of
probe data
• Low volume,
AADT <20K
• >=2 signals per mile
• Major collectors
(HPMS)
• Probe data not
recommended
• Frequent cycles
failures
• Use re-identification
for performance
monitoring
16. Future
• Probe data will improve with:
• Larger sample sizes
• Better processing (point pairing as opposed to instantaneous)
• Improved segmentation (already happening)
• Arterials that previously did not have accurate probe data
may have accurate probe data (check every 18 to 24
months)
• In the mean time, verify validity if unknown
• Use the whole spectrum of the travel time distribution
Editor's Notes
As opposed to embedded infrastructure such as loop detectors, automatic license plate readers, or Bluetooth traffic monitoring, vehicle probe data is provided by third party vendors without the need for costly equipment. These third party vendors aggregate highway vehicles’ position, speed, and location into travel time or speed data. You and I make up some of the sources for this data. GPS devices embedded in cars, Personal Navigation Devices, fleet vehicles, trucks and even cell phones traveling in vehicles are part of the mix. This data is usually aggregated and cleaned to a final product consisting of one speed/travel time reading per roadway segment per time period. This is not the case with NPMRDS. This data is then made available through a web-interface to departments of transportation, transportation consultants, or anyone else who buys the data.
There are two main type of applications for probe data. Operations and Planning. Operations were the first to adopt probe data. The probe data is used to inform traffic management centers the state of the highways they monitoring. The staff at the traffic management centers use the data to identify incident or congestion, to which they can respond with appropriate actions such as deploying help or informing the public through dynamic message signs. The travel time on dynamic message signs can be derived from probe data. Other travel information sources such as website or GPS devices can use traffic information from probe data. GPS devices are both sources and users and probe data.
Planning adopted probe data later than operations, but none the less, planning now uses probe data extensively. Departments of transportation use probe data to see how their facilities are operating throughout the year. Unlike in operations, which usually use real-time data, planning generally uses archived from longer time periods to come up with certain metrics or performance measurements that allude to how well facilities are operating. Performance monitoring has become even more essential as it is required under the MAP-21 law. With transportation budgets being tight these days, the probe data can help planners pinpoint which facilities need investment the most.
Probe data was first used for freeway-based applications because freeways carry more traffic and there is less mileage overall. These qualities make freeways easy to focus on. Jurisdictions began wanting to also use probe data on arterials. When I say arterial, I mean any interrupted flow facility, not just a major at-grade road. The I-95 Corridor Coalition Vehicle Probe Project (VPP), a program which allows eastern US jurisdiction access and tools to analyze probe data across state lines, monitors the accuracy of probe data as part of the program. Multiple VPP validation studies showed that probe data of freeways generally reflect the actual conditions, while arterial data can sometimes be different than reality. This is due for a number of reasons.
There are fundamental differences between freeways and arterials. Freeways generally have high volumes which flow continuously. The average speed within a platoon is usually pretty close to the speed of the vehicles that make up the platoon. Arterial roads have lower volumes than freeways. This lowers the amount of probe data available for arterial facilities, making the data less reliable and more prone to outliers. Traffic flow is interrupted from a number of difference sources. Red lights completely cut off traffic flow. In extreme congestion this can cause multi-cycle signal failures where it take vehicles multiple cycles to get through an intersection. A single platoon of vehicles can be broken up, causing vehicles in the platoon to experience drastically different travel times. These multi-modal travel time distributions can be difficult to ingest for the algorithms that clean probe data to interpret as legitimate data points. to This cars pulling in and out of driveways of adjacent land uses can disrupt flow of some, but not all of through traffic. All of these issues create noise or distortions in the arterial data.
Arterials roadways differ between themselves. Some have volumes close to freeways, while some have very low volumes. Some arterials have multiple signalized intersections per mile and some have a few miles between each signalized intersections. Some have multiple wide lanes and selected set of driveways, others have a few narrow lanes with a driveway every hundred feet. There is truly a spectrum of arterials between whether the arterial is designed to get vehicles moving long distances (mobility) or whether they are designed to get vehicles to adjacent land uses.
Across this spectrum, which arterials can use probe data for certain applications? This is the subject of our paper.
This research came about indirectly through the VPP validation process. The VPP contract requires that vendors’ data meet certain quality metrics. The coalition performs frequent validation studies to ensure that these metrics are met. For freeways, the involves calculated the Average Absolute Speed Error (AASE) and the Speed Error Bias (SEB). AASE is the absolute value of the difference between the probe data and a trusted reference data source. For the I95 corridor coalition, Bluetooth Traffic Monitoring is the reference data source. SEB is similar to AASE, except the absolute value is not taken and in VPP’s case, it is done on different speed brackets. This type of methodology works well on uni-modal freeway travel time distributions, but not multi-modal arterial travel time distributions.
Central tendency values such as mean or median loses its mean when you have multiple peaks.
Instead of focusing on central tendency or reliability measures, this alternative approach graphs data from probe data and a reference data set separately. First we start by comparing the data sources on a longer time period. On your right you will see a comparison of the reference BTM data set on the top and VPP data on the bottom. This 28 day scatter plot shows that the VPP data density is lower, but generally captures the change in travel time over time.
Next, we zoom in to a smaller time scale. The top left graph shows an hourly scatter plot for a 24 hour period and the bottom left shows the corresponding histogram. In many cases, arterials don’t have enough data from a single hour of the day to analyze. With the alternative method. Multiple days are combined into one overlay scatter plot. This could be all days of the week, weekday only, or even Tuesday-Thursday. Each hour period from the hourly scatter plot, a cumulative frequency diagram is formed. The darkened hour on the hourly overlay scatter plot corresponds to the darkened distribution on the right.
You can directly calculate performance and reliability measures from these CFD. Planning time index (PTI), is a reliability measure that indicates what factor one should multiple their free-flow travel time by to ensure they reach their destination 95% of the time. PTI only uses two percentiles for its derivation. If you compare the PTI calculated from two different data sources, you miss a lot of the spectrum, and many of the speed bins. If you consider the whole scatter plot, you get the whole view. Why use performance measures or reliability measures?
This first example corridor is US-1 in Mercer County, New Jersey around Princeton. There is 6-8 through lanes, less than 1 signalized intersection per mile along this 3.2 mile long corridor. Grade separate interchanges help keep the signal density low. There are minimal drive ways through the corridor. In fact, this corridor almost resembles a freeway.
The data VPP data compares very well to BTM data. Although VPP’s data density is lower, it matches BTM’s peak hour travel times well. Both of the data sets yield a PTI of about 2.1. Based on this validation study, this section of US-1 would be able to use probe data with no problems.
The second example corridor is US-130 in Burlington County, New Jersey near Philadelphia. This 1.5 mile long corridor has 6 lanes total and about 2 signals per mile. Vehicles using this corridor are subjected to multi-cycle signal failures.
The results for example 2 are drastically different than example 1. You can notice the multi cycle signal failure in the BTM scatter plot, but not the VPP scatter plot. The multi-cycle signal failure is represented by the horizontal dashed line at around 2.5 minutes. The is a smaller cluster of vehicles below 2.5 minutes, but a dense cluster of vehicles is seen above 2.5 minutes. The BTM data also shows how the signal timing plan changes after 3 minutes with the denser region appear below 2.5 minutes. Again, the VPP data does not show this. When compared the CFD, the VPP CFD shows that most vehicles experience a travel time of around 2 minutes during 7 pm. In reality, only about 20% of vehicles are lucky to experience that travel time or less. The distortion in the CFD is evident when calculating the PTI. The PTI from VPP data is 1.4 as opposed to 2.5 from BTM data. The VPP data makes the corridor look more reliable than it actually is. Based on this anaylsis, probe data is not suitable for this corridor.