Application of High-Resolution Trip Trace Stitching to Evaluate Traffic Signal System Changes

Li, Howell; Mackey, Jamie; Luker, Matt; Taylor, Mark; Bullock, Darcy M.

doi:10.1177/0361198119841043

Cited by 9 publications

(3 citation statements)

References 17 publications

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“…This type of probe or ''trajectory'' data offered by commercial providers typically contains latitude, longitude, timestamp, speed, heading, and a unique obfuscated trip identifier. Studies have demonstrated that metrics such as travel time, delay, arrivals on green, and queue length can be produced using trajectories (9)(10)(11)(12)(13). A major benefit is that it leapfrogs the requirement to build and maintain communication and detection systems (4).…”

Section: Literature Reviewmentioning

confidence: 99%

Deriving Operational Traffic Signal Performance Measures from Vehicle Trajectory Data

Saldivar-Carranza

Mathew

et al. 2021

Transportation Research Record: Journal of the Transportation R

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Operations-oriented traffic signal performance measures are important for identifying the need for retiming to improve traffic signal operations. Currently, most traffic signal performance measures are obtained from high-resolution traffic signal controller event data, which provides information on an intersection-by-intersection basis and requires significant initial capital investment. Over 400 billion vehicle trajectory points are generated each month in the United States. This paper proposes using high-fidelity vehicle trajectory data to produce traffic signal performance measures such as: split failure, downstream blockage, and quality of progression, as well as traditional Highway Capacity Manual level of service. Geo-fences are created at specific signalized intersections to filter vehicle waypoints that lie within the generated boundaries. These waypoints are then converted into trajectories that are relative to the intersection. A case study is presented that summarizes the performance of an eight-intersection corridor with four different timing plans using over 160,000 trajectories and 1.4 million GPS samples collected during weekdays in July 2019 between 5:00 a.m. and 10:00 p.m. The paper concludes by commenting on current probe data penetration rates, indicating that these techniques can be applied to corridors with annual average daily traffic of ~15,000 vehicles per day for the mainline approaches, and discussing cloud-based implementation opportunities.

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Section: Literature Reviewmentioning

confidence: 99%

Deriving Operational Traffic Signal Performance Measures from Vehicle Trajectory Data

Saldivar-Carranza

Mathew

et al. 2021

Transportation Research Record: Journal of the Transportation R

Self Cite

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“…Queue lengths can be estimated from CV data [20] [21]. Additionally, traditional travel times [22] [23], Highway Capacity Manual (HCM) Level of Service (LOS) [24] [25] [26] [27] [28], and arriv-E. D. Saldivar-Carranza et al Journal of Transportation Technologies als on green [25] [26] [27] [29] have also been calculated. Further, critical split failures and downstream blockage have also been derived from trajectory data [25] [26].…”

Section: Literature Reviewmentioning

confidence: 99%

Longitudinal Performance Assessment of Traffic Signal System Impacted by Long-Term Interstate Construction Diversion Using Connected Vehicle Data

Saldivar-Carranza¹,

Hunter²,

Li³

et al. 2021

JTTs

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Local arterials can be significantly impacted by diversions from adjacent work zones. These diversions often occur on unofficial detour routes due to guidance received on personal navigation devices. Often, these routes do not have sufficient sensing or communication equipment to obtain infrastructure-based traffic signal performance measures, so other data sources are required to identify locations being significantly affected by diversions. This paper examines the network impact caused by the start of an 18-month closure of the I-65/70 interchange (North Split), which usually serves approximately 214,000 vehicles per day in Indianapolis, IN. In anticipation of some proportion of the public diverting from official detour routes to local streets, a connected vehicle monitoring program was established to provide daily performances measures for over 100 intersections in the area without the need for vehicle sensing equipment. This study reports on 13 of the most impacted signals on an alternative arterial to identify locations and time of day where operations are most degraded, so that decision makers have quantitative information to make informed adjustments to the system. Individual vehicle movements at the studied locations are analyzed to estimate changes in volume, split failures, downstream blockage, arrivals on green, and travel times. Over 130,000 trajectories were analyzed in an 11-week period. Weekly afternoon peak period volumes increased by approximately 455%, split failures increased 3%, downstream blockage increased 10%, arrivals on green decreased 16%, and travel time increase 74%. The analysis performed in this paper will serve as a framework for any agency that wants to assess traffic signal performance at hundreds of locations with little or no existing sensing or communication infrastructure to prioritize tactical retiming and/or longer-term infrastructure investments.

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“…This type of ''trajectory'' data typically contains latitude, longitude, timestamp, speed, heading, and a unique trip identifier. Studies have demonstrated that metrics (such as travel time, delay, arrivals on green, and queue length) can be produced using trajectories (6)(7)(8).…”

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confidence: 99%

Use of High-Resolution Signal Controller Data to Measure Transit Signal Priority Performance: A Case Study in the Boston Region

Jackson,

Huang,

Koonce

et al. 2023

Transportation Research Record: Journal of the Transportation R

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Automated traffic signal performance measures (ATSPMs) have been developed to organize data within a traffic signal, which will then be used to evaluate and monitor signal timing strategies. Past research has summarized the use of ATSPMs for performance-based management of a traffic signal system. The National Cooperative Highway Research Program Research Report 954 focused on many measures useful for general traffic, but did not consider transit agencies as specific stakeholders. ATSPMs do provide insights into measuring the number of preemption events, and the percentage of transit vehicles arriving on green, but additional information is needed to determine the effectiveness of transit signal priority or other transit preferential treatment strategies. This paper proposes a method for evaluating transit performance at signalized intersections more fully using the high-resolution data available within modern traffic signal controllers. The addition of transit-specific inputs within the ATSPM enumerations is used to produce transit-specific signal performance measures designed to be useful to practitioners. The methodology can be followed by other agencies seeking to enhance the capabilities of existing automatic vehicle location systems to further describe the performance at each signalized intersection. By incorporating transit into the ATSPM system, an agency can better assess the delay of buses, which can contribute to schedule adherence, on-time performance, and overall bus service. The methodology is presented as a prototype for further development and adaptation to individual agency objectives and data sources.

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Application of High-Resolution Trip Trace Stitching to Evaluate Traffic Signal System Changes

Cited by 9 publications

References 17 publications

Deriving Operational Traffic Signal Performance Measures from Vehicle Trajectory Data

Deriving Operational Traffic Signal Performance Measures from Vehicle Trajectory Data

Longitudinal Performance Assessment of Traffic Signal System Impacted by Long-Term Interstate Construction Diversion Using Connected Vehicle Data

Use of High-Resolution Signal Controller Data to Measure Transit Signal Priority Performance: A Case Study in the Boston Region

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