Signal Priority operations shown to improve connected bus travel times by 8.2 percent and connected truck travel times by 39.7 percent.
Prototype deployed in Anthem, Arizona seeks to improve mobility through signalized corridors.
Made Public Date
03/29/2016

780

Anthem
Arizona
United States
Identifier
2015-01052
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Multi-Modal Intelligent Traffic Signal Systems (MMITSS) Impacts Assessment

Summary Information

Dynamic Mobility Applications (DMA’s) Multi-Modal Intelligent Traffic Signal Systems (MMITSS) application bundle uses advanced communications and data from connected vehicle technology to facilitate efficient travel for various vehicle-types and pedestrians through signalized corridors.

A MMITSS prototype was developed and field tested featuring three components:

  • Intelligent Traffic Signal System (I-SIG)
  • Transit Signal Priority (TSP)
  • Freight Signal Priority (FSP)

The study assessed overall system-wide delay and throughput considering various forms of control and signal priority implemented in an isolated intersection or in a network environment.

Methodology

Natural driving data and queue data were collected at the Arizona Connected Vehicle Test Bed in Anthem, Arizona. The test bed consists of six intersections along a major arterial road, Daisy Mountain Drive. The following three operational scenarios were tested:
  1. I-SIG: Basic Signal Actuation
  2. FSP: Basic Freight Signal Priority Scenario
  3. The combination of TSP and FSP applications
GPS floating car travel data were collected on three weekdays in March 2015 for the evaluation. Eighteen vehicle drivers (8 passenger cars and 10 light duty utility vehicles) were instructed to drive their test vehicle according to a scheduled departure plan to maintain a uniform departure rate. Each driver completed 10 valid round trips for each operational scenario, except for the I-SIG MMITSS scenario, which completed 5 round trips. A total of 906 valid trip data were utilized for the data analysis. Scenario performance was assessed by link travel time, delay, average speed, and vehicle stops. Vehicle stops were then used to estimate a proportion of vehicles arriving while the signal is green.

Findings
  • FSP effectively reduced the delay of connected trucks and unequipped vehicles by up to 20.9 percent and 26.0 percent, respectively, compared with the base case operations. Furthermore, FSP operations reduced average intersection delay by 49.0 percent and 36.3 percent, respectively, compared with base case operations for northbound and southbound trips.
  • TSP/FSP bundle operations improved connected bus travel times by 8.2 percent and connected truck travel times by 39.7 percent. Moreover, northbound and southbound connected truck delays were reduced by 70.8 percent and 16.0 percent.
  • I-SIG operation reduced average delay by up to 13.6 percent for both equipped and non-equipped cars and travel time reliability increased by 56 percent compared to the base case.
Goal Areas
Deployment Locations