Impact of Various Operating Conditions on Simulated Emissions-Based Stop Penalty at Signalized Intersections

Alshayeb, Suhaib; Stevanovic, Aleksandar; Dobrota, Nemanja

doi:10.3390/su131810037

Cited by 15 publications

(18 citation statements)

References 42 publications

(63 reference statements)

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“…It is also apparent from Table 1 that emissions do not correlate linearly with each other or with FC. That is because each emission type had a unique savings percentage in various scenarios [34]. The exception is CO2, which seems to have an identical savings percentage to FC.…”

Section: Resultsmentioning

confidence: 97%

Optimizing of Traffic-Signal Timing Based on the FCIC-PI—A Surrogate Measure for Fuel Consumption

Alshayeb¹,

Stevanovic

Stevanovic³

et al. 2023

Future Transportation

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Optimizing signal timing improves sustainability metrics (e.g., fuel consumption or “FC”). Historically, traffic agencies have retimed signal timing to improve mobility measures (e.g., delays). However, optimizing signals to reduce delays does not necessarily mitigate sustainability measures. Hence, this study introduces an approach that integrates a newly derived surrogate measure for FC, traffic microsimulation software, and a stochastic genetic algorithm. This approach optimizes signal timing to reduce the surrogate measure and reduce sustainability metrics. This study also evaluated the impact of heavy vehicles’ presence in a fleet on signal timing and FC savings. A 13-intersection arterial on Washington Street in the Chicago metro area served as a case study. Optimized signal timing delivered solutions that balanced both sustainability and mobility. The estimated excess FC savings ranged between 8 and 12% under moderate operating conditions, with no heavy vehicles, compared to the initial signal timing. The savings reached up to ~14% when many heavy vehicles existed on the side streets. Most of the improvements came without worsening traffic-mobility efficiency, which shows the possibility of a fair tradeoff between mobility and sustainability. All optimization scenarios showed that a slightly longer cycle length than the one implemented in the field is required to reduce FC.

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Section: Resultsmentioning

confidence: 97%

Optimizing of Traffic-Signal Timing Based on the FCIC-PI—A Surrogate Measure for Fuel Consumption

Alshayeb¹,

Stevanovic

Stevanovic³

et al. 2023

Future Transportation

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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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“…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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Impact of Various Operating Conditions on Simulated Emissions-Based Stop Penalty at Signalized Intersections

Cited by 15 publications

References 42 publications

Optimizing of Traffic-Signal Timing Based on the FCIC-PI—A Surrogate Measure for Fuel Consumption

Optimizing of Traffic-Signal Timing Based on the FCIC-PI—A Surrogate Measure for Fuel Consumption

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

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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