scholarly journals A Comparative Study on Drivers’ Stop/Go Behavior at Signalized Intersections Based on Decision Tree Classification Model

2020 ◽  
Vol 2020 ◽  
pp. 1-13 ◽  
Author(s):  
Sheng Dong ◽  
Jibiao Zhou
Keyword(s):  
Decision Making ◽  
Decision Tree ◽  
High Speed ◽  
Signalized Intersections ◽  
Speed Limit ◽  
Vehicle Type ◽  
Decision Tree Classification ◽  
Signal Change ◽  
Signal Period ◽  
Instantaneous Speed

The stop/go decisions at signalized intersections are closely related to driving speed during signal change intervals. The speed during stop/go decision-making has a significant influence on the dilemma area, resulting in changes of stop/go decisions and high complexity of the decision-making process. Considering that traffic delays and vehicle exhaust pollution are mainly caused by queuing at intersections, the stop-line passing speed during the signal change interval will affect both vehicle operation safety and the atmospheric environment. This paper presents a comparative study on drivers’ stop/go behaviors when facing a transition signal period consisting of 3 s green flashing light (FG) and 3 s yellow light (Y) at rural high-speed intersections and urban intersections. For this study, 1,459 high-quality vehicle trajectories of five intersections in Shanghai during the transition signal period were collected. Of these five intersections, three are high-speed intersections with a speed limit of 80 km/h, and the other two are urban intersections with a speed limit of 50 km/h. Trajectory data of these vehicle samples were statistically analyzed to investigate the general characteristics of potential influencing factors, including the instantaneous speed and the distance to the intersection at the start of FG, the vehicle type, and so on. Decision Tree Classification (DTC) models are developed to reveal the relationship between the drivers’ stop/go decisions and these possible influencing factors. The results indicate that the instantaneous speed of FG onset, the distance to the intersection at the start of FG, and the vehicle type are the most important predictors for both types of intersections. Besides, a DTC model can offer a simple way of modeling drivers’ stopping decision behavior and produce good results for urban intersections.

Design of Gate Delay and Gate Interval Time for Four-Quadrant Gate System at Railroad-Highway Grade Crossings

1996 ◽  
Vol 1553 (1) ◽  
pp. 124-131 ◽  
Author(s):  
Fred Coleman ◽  
oung J. Moon
Keyword(s):  
High Speed ◽  
Signalized Intersections ◽  
Design Approach ◽  
Gate Delay ◽  
High Speed Rail ◽  
Interval Time ◽  
Signal Change ◽  
Gate System ◽  
Grade Crossings ◽  
Four Quadrant

A design methodology for gate delay and gate interval time for at-grade crossings using four-quadrant gates is developed. The design approach is based on the concept of dilemma zones related to signal change intervals at signalized intersections. The design approach is validated based on data from six sites in Illinois on a proposed high-speed rail corridor. Gate delay and gate interval times are determined that provide an optimal safe decision point to allow a driver to stop before the crossing or to proceed through the crossing without becoming trapped by the exit gates.

Evaluation of Dynamic Speed Display Signs

2005 ◽  
Vol 1918 (1) ◽  
pp. 92-97 ◽  
Author(s):  
Gerald L. Ullman ◽  
Elisabeth R. Rose
Keyword(s):  
Least Squares ◽  
High Speed ◽  
Signalized Intersections ◽  
Speed Limit ◽  
Site Conditions ◽  
Initial Speed ◽  
Least Squares Regression ◽  
Regression Analyses ◽  
Horizontal Curves ◽  
Transition Speed

This paper describes an analysis of the effectiveness of dynamic speed display signs (DSDSs) installed in several permanent locations. Sites evaluated included a school speed zone, two transition speed zones in advance of a school speed zone, two sharp horizontal curves, and two approaches to signalized intersections on high-speed roadways. Data were collected before the DSDSs were installed, about one week after installation to determine initial effects of the signs upon vehicle speeds, and again about four months after installation to determine how well the initial speed reductions were maintained. Researchers analyzed average speeds, 85th percentile speeds, and the percentage of the sample exceeding the speed limit. In addition, least-squares regression analyses between the speed of a vehicle upstream of the DSDS and that vehicle's speed measured again at the DSDS were performed to determine whether the sign affected higher-speed vehicles more substantially than lower-speed vehicles. Overall, average speeds were reduced by 9 mph at the school speed zone. Elsewhere, the effect of the DSDS was less dramatic, with average speeds reduced by 5 mph or less depending on the location tested. As expected, those motorists traveling faster than the posted speed limit did appear to reduce their speed more significantly in response to the DSDS than did motorists traveling at or below the posted speed limit. The results of this project suggest that DSDSs can be effective at reducing speeds in permanent applications if appropriate site conditions apply.

Investigation of saturation flow rate using video camera at signalized intersections in Jordan

2020 ◽  
Vol 11 (1) ◽  
pp. 216-226
Author(s):  
Bara’ W. Al-Mistarehi ◽  
Ahmad H. Alomari ◽  
Mohamad S. Al Zoubi
Keyword(s):  
Flow Rate ◽  
Standard Procedure ◽  
Video Camera ◽  
Signalized Intersections ◽  
Speed Limit ◽  
Local Conditions ◽  
Highway Capacity Manual ◽  
Saturation Flow Rate ◽  
Turning Radius ◽  
Saturation Flow

AbstractThis study aimed to investigate a potential list of variables that may have an impact on the saturation flow rate (SFR) associated with different turning movements at signalized intersections in Jordan. Direct visits to locations were conducted, and a video camera was used. Highway capacity manual standard procedure was followed to collect the necessary traffic data. Multiple linear regression was performed to classify the factors that impact the SFR and to find the optimal model to foretell the SFR. Results showed that turning radius, presence of camera enforcement, and the speed limit are the significant factors that influence SFR for shared left- and U-turning movements (LUTM) with R2 = 76.9%. Furthermore, the presence of camera enforcement, number of lanes, speed limit, city, traffic volume, and area type are the factors that impact SFR for through movements only (THMO) with R2 = 69.6%. Also, it was found that the SFR for LUTM is 1611 vehicles per hour per lane (VPHPL),which is less than the SFR for THMO that equals to 1840 VPHPL. Calibration and validation of SFR based on local conditions can improve the efficiency of infrastructure operation and planning activities because vehicles’ characteristics and drivers’ behavior change over time.

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