Conditional Transit Signal Priority for Connected Transit Vehicles

Cvijovic, Zorica; Zlatkovic, Milan; Stevanovic, Aleksandar; Song, Yu

doi:10.1177/03611981211044459

Cited by 18 publications

(8 citation statements)

References 17 publications

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“…The main underlying reason for potential incorrectly reported data is that vehicles counted as AoG (based on the advanced detectors) may join the existing queue (instead of passing through the intersection without stopping), and are not counted as queued vehicles AoR. In the future, with better availability of probe vehicles (57)(58)(59) and CV (60)(61)(62)(63) data, the extraction of relevant information may be more accurate.…”

Section: Resultsmentioning

confidence: 99%

Development and Evaluation of Performance Measures for Capacity Utilization of Traffic Signals

Dobrota

Stevanovic

Mitrović³

et al. 2022

Transportation Research Record: Journal of the Transportation R

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Emerging high-resolution datasets allow for developing traffic signal performance measures (TSPMs) which can provide a better understanding of traffic signal operations. One of the specific objectives of signal operations is related to the measurement of capacity utilization. A fundamental measure for capacity utilization is the “degree of saturation” ( DS), and it has both volume-based and occupancy-based formulations. The former is known as “volume over capacity ratio” ( V/C), whereas the latter is known as “green occupancy ratio” ( GOR). When V/C is used to observe capacity utilization, it is not known whether the capacity is utilized from interrupted flow, free flow, or a combination of two. Similarly, the amount of time in the cycle utilized by volume (characterized with the first and last vehicle arrival time) is not revealed within V/C. On the other hand, GOR“overlooks” cases when a high number of vehicles travel without stopping or fewer vehicles depart the signal with significant startup delays and similar. In addition, because of a lack of scientific attention, GOR has often been misinterpreted as some similar, yet different TSPM. Therefore, if only V/C or GOR are used to monitor signal performance, the understanding of utilized capacity will be incomplete or misleading. This study proposes three TSPMs: “queued volume in volume to capacity ratio” ( QViV/C), “cycle utilization” ( CLU), and “volume-occupancy capacity utilization” ( VOCU) to overcome the limitations of V/C and GOR. Also, by evaluating existing occupancy-based measures, it was found that they can be used to estimate capacity utilization, including oversaturated conditions.

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Section: Resultsmentioning

confidence: 99%

Development and Evaluation of Performance Measures for Capacity Utilization of Traffic Signals

Dobrota

Stevanovic

Mitrović³

et al. 2022

Transportation Research Record: Journal of the Transportation R

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“…The existing studies on TSP are mainly focused on the total delays of intersections, including bus delays and private vehicle delays 13 – 15 , 20 – 22 . However, the model is basically built from the perspective of buses 14 – 18 , 21 , 23 , and the bus-oriented indexes are considered. It cannot reasonably balance and coordinate the operating benefits of buses and private vehicles.…”

Section: Modelmentioning

confidence: 99%

“…Zeng et al 17 considered the bus travel time and the time spent at bus stops to find appropriate signal timing. Cvijovic et al 18 applied the time that a transit vehicle needs to reach the stop line, the number of passengers on board and the lateness that the transit vehicle experiences to obtain the signal timing. It can be seen from above studies that the bus-oriented traffic indexes are adopted in model.…”

Section: Introductionmentioning

confidence: 99%

Dynamic Signal priority of the self-driving bus at an isolated intersection considering private vehicles

Li,

Zhang

et al. 2023

Sci Rep

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The transit signal priority leads to the delay of private vehicles in the priority and non-priority phases. To address this problem, a bi-level programming model is proposed based on the dynamic cycle and arrival rate of private vehicles under connected environment. The upper model is built by a delay triangle, with the maximum delay reduction of private vehicles between the decreased delay and increased delay in the experimental period. The lower model is constructed based on the Stackelberg model of game theory, and the objective is to obtain the dynamic cycle. A genetic algorithm (GA) is implemented to solve the proposed model. Based on SUMO, a case study of a self-driving bus in the city of Zhengzhou is conducted to demonstrate the effectiveness of the proposed model. The results from GA and SUMO are consistent, which verifies the effectiveness of the proposed model. The delay of the private vehicles with dynamic signal priority declines by 21.32% on average compared to that without priority. Compared with active signal priority, it declines by 22.63% on average. The proposed method is compared with the method proposed by other papers, and the delay per private vehicle is small. The effectiveness of the proposed method is further illustrated. The proposed methodology is helpful for improving the operation efficiency of intersections with minimum delay.

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“…Simulation models are widely used to evaluate new technologies and strategies in a realistic and risk-free environment ( 13 – 18 ). There are several parameters related to the CV-based control algorithm and the actual traffic signal controller that are difficult to test or evaluate using the microscopic simulation tool by itself.…”

Section: Literature Reviewmentioning

confidence: 99%

Hardware-in-the-Loop Simulation for Assessing Red-Light Violation Warning Application With Semi-Actuated Signal Control in a Connected Vehicle Environment

Arafat¹,

Hadi

Hunsanon

et al. 2022

Transportation Research Record: Journal of the Transportation R

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Understanding the safety and mobility impacts of connected vehicle (CV) applications is critical for ensuring effective implementations of these applications. This study provides an assessment of the safety and mobility impacts of the red-light violation warning (RLVW), a CV-based application at signalized intersections, under semi-actuated signal control utilizing a hardware-in-the-loop simulation environment. With actuated traffic signal operations, there is uncertainty in the end-of-green information provided to the vehicles using CV messages. The RLVW algorithm lacks the input information about when exactly the phase is going to be terminated since this termination occurs when a gap of a particular length is encountered at the detector. This study investigates a method recently proposed in a national effort to provide an assured green period (AGP) to grant definitive times for when the green interval will end. AGP mitigates the uncertainties related to termination of the green signal associated with actuated signal control and is expected to improve the performance of the CV RLVW application. Results showed that the safety benefits of RLVW without the use of AGP were limited. On the other hand, by introducing AGP with 100% RLVW, the number of red-light running events at signalized intersections was reduced by approximately 92%. However, the application of the AGP, as applied and assessed in this paper, can increase the number of stops and approach delay. This issue will need to be further investigated to determine the optimal setting of the AGP considering both mobility and safety impacts.

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Conditional Transit Signal Priority for Connected Transit Vehicles

Cited by 18 publications

References 17 publications

Development and Evaluation of Performance Measures for Capacity Utilization of Traffic Signals

Development and Evaluation of Performance Measures for Capacity Utilization of Traffic Signals

Dynamic Signal priority of the self-driving bus at an isolated intersection considering private vehicles

Hardware-in-the-Loop Simulation for Assessing Red-Light Violation Warning Application With Semi-Actuated Signal Control in a Connected Vehicle Environment

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