Evaluation of adaptive signal control technology—volume 1 : before-conditions data collection and analysis.

Details

• Creators:
  Shaik, Mohammed Abdul Rawoof ; Liu, Xueying ; Benekohal, Rahim F
• Corporate Creators:
  Illinois Center for Transportation
• Corporate Contributors:
  Illinois. Department of Transportation. Bureau of Materials and Physical Research ; United States. Federal Highway Administration
• Subject/TRT Terms:
  • Adaptive control
  • Traffic signals
  • Traffic signal timing
  • Traffic actuated controllers
  • Data collection
  • Bottlenecks
  • Traffic congestion
  • Adaptive traffic signals
  • ASCT
  • signalized intersections
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• Publication/ Report Number:
  R27-127
• Resource Type:
  Tech Report
• Geographical Coverage:
  Illinois ; United States
• Corporate Publisher:
  Illinois Center for Transportation
• Abstract:
  Field evaluation of adaptive signal control technologies (ASCT) is very important in understanding the system’s contribution to safety ; and operational efficiency. Data were collected at six intersections along the Neil Street corridor in Champaign, Illinois, before ; deployment of SynchroGreen, an ASCT system. The field delay and queue length for “before” conditions were measured and ; compared with estimates from the Highway Capacity Manual (HCM). The HCM estimates of stopped delay were significantly different ; in 58.3% of the cases, representing overestimation in 73.5% and underestimation in 26.5% of the cases. On major streets of typical ; intersections, in 72% of the cases, there were significant differences between HCM delay and field data; in 91% of the cases, HCM ; overestimated delay by an average by 69%. On the minor streets of typical intersections, in 56% of the cases there were significant ; differences, and in 94%, the HCM overestimated the delay on average by 52%. The HCM estimates of 50th-percentile queue length ; were significantly different in 61% of all cases, including overestimation in 56% and underestimation in 44% of the cases. For typical ; intersections, 52% of the cases had significant differences, including overestimation in 93% and underestimation in 7% of the cases. ; On the major streets of typical intersections, 68% of the cases had 50th percentile HCM queue lengths similar to those from the field. ; However, in 28% of the cases it overestimated the queue length on average by 66%; and in 4% of the cases it underestimated it on ; average by 42%. For minor streets of typical intersections, in only 25% of the cases were the HCM queue lengths similar to those from ; the field; in 70% of the cases, HCM overestimated the queue length on average by 44%, and in 5% of the cases, HCM underestimated ; it on average by 20%. In general, it was observed that the trends in the 50th- and 95th-percentile queue length comparisons ; supported each other. Also, in 91% of the cases, the trends in delay and queue comparisons were either consistent with each other or ; did not have any significant conflicts. However, in 9% of the cases, significant inconsistencies in trends were observed. Thus, to save ; time, one may compare the HCM queue length estimates to field data to assess intersection performance, though the delay ; comparison is preferred.
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• Format:
  PDF
• Funding:
  FHWA-ICT-17-008
• Download URL:
  https://rosap.ntl.bts.gov/view/dot/32226/dot_32226_DS1.pdf
• File Type:
  [PDF - 1.98 MB]
• Collection(s):
  US Transportation Collection
• Main Document Checksum:
  urn:sha256:208b1e2aa704cf17bd62c8a043bd3b24be4999ba2f50937cb11d4a9b2ede76c5