An Approach Towards the Integration of Bus Priority, Traffic Adaptive Signal Control, and Bus Information/Scheduling Systems

Mirchandani, Pitu B.; Knyazyan, Anna; Head, Larry; Wu, Wenji

doi:10.1007/978-3-642-56423-9_18

Cited by 50 publications

(23 citation statements)

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“…In this paper, we only study the improvements in transit rescheduling when we have BSP. We envision similar effects to non-transit vehicles as discovered by Mirchandani et al (2001), with cycle-based BSP and traffic-adaptive BSP.…”

Section: The Objective Function We Used Ismentioning

confidence: 73%

“…Mirchandani et al (2001) have studied this problem using microscopic simulation models and observed that delays to non-transit vehicles occur mostly for cross streets where BSP triggers, and noted that adaptive traffic control with BSP significantly reduces these delays. In real-life operations we may include in the above objective function non-transit delays if detector information is available to estimate traffic flows.…”

Section: The Objective Function We Used Ismentioning

confidence: 98%

“…Conventional BSP for cycle-time-based signal timing includes strategies referred to as (a) passive priority, (b) early green, (c) green extension, (d) actuated transit phase, (e) phase insertion, and (f) phase rotation, each being performed within a currently fixed cycle time (see, e.g., ITS America 2002; Mirchandani et al 2001). A more flexible method, and more efficient in the sense there is less disruption to non-transit traffic, is BSP with realtime traffic-adaptive signal control where the cycle time may vary from cycle to cycle (Mirchandani et al 2001). Another advantage of adaptive cycle-time-based BSP is that the additional delay time imposed on non-transit traffic is minimized.…”

Section: Introductionmentioning

confidence: 99%

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A macroscopic model for integrating bus signal priority with vehicle rescheduling

Mirchandani

Hickman

2010

Public Transp

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When a bus breaks down on a scheduled trip, one or more vehicles need to be rescheduled to serve that trip and other scheduled trips. A bus breakdown certainly delays the trip being served by the disabled bus and possibly delays or cancels other trips. The vehicle rescheduling problem (VRSP) is to reassign and reschedule the bus fleet to minimize the sum of operating costs, delay costs, schedule disruption costs, and trip cancellation costs. Bus operations may also be improved by bus signal priority (BSP), which can reduce bus delays at signalized intersections. If BSP is provided to the backup bus that travels to service the disabled bus' passengers, it may reach the breakdown point more quickly. However, other buses that also pass through the corresponding intersections may be affected by signal priority. Therefore, a tradeoff must be made so that the backup bus can travel faster while other buses are not significantly delayed. A macroscopic model that integrates bus signal priority with bus rescheduling is proposed in this paper. Computational results show that the combination of BSP and VRSP effectively reduces the delay of the backup bus and decreases the delay costs.

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Section: The Objective Function We Used Ismentioning

confidence: 73%

Section: The Objective Function We Used Ismentioning

confidence: 98%

Section: Introductionmentioning

confidence: 99%

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A macroscopic model for integrating bus signal priority with vehicle rescheduling

Mirchandani

Hickman

2010

Public Transp

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“…Similarly to our strategy the RHODES/BUSBAND approach applies weights to give priority for buses. However, unlike the proposed concept in our paper, it calculates the weights depending on the delay of the vehicle and the passenger number [10].…”

Section: Preliminariesmentioning

confidence: 99%

Passenger number dependent traffic control in signalized intersections

Polgár¹,

Tettamanti

Varga

2013

Per. Pol. Civil Eng.

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“…We're also planning to field-test how well RHODES performs with this transit priority. 8 If sensors can be designed that detect pedestrians and bicycles-also ATMS clients-the intersection control module will also be able to consider trade-offs among delays of pedestrians, bicycles, cars, and buses. ATLAS is developing videobased pedestrian detectors and is planning to field-test a RHODES version that considers both pedestrian and vehicular demands.…”

Section: Intersection Controlmentioning

confidence: 99%

RHODES to intelligent transportation systems

2005

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I n t e l l i g e n t T r a n s p o r t a t i o n S y s t e m s Intelligent Transportation System program), there have been implicit promises that the implementation will be soon. You only have to read the various articles on smart roads, smart vehicles, vehicle telematics, and so on to realize that the promises haven't yet been kept. For example, one promise was that, by now, most roads would include infrastructure allowing communication from a central system to most vehicles. In addition, most vehicles would be equipped so that through this communication drivers could obtain route guidance, warnings on lane departures, notification of vehicle malfunctions, and so on.To be sure, researchers have conducted tests to show the feasibility of many of the promises, but full-scale deployment is still a ways away. Transportation agencies and automobile companies have realized that maybe they had promised too much and now have more modest goals and milestones. Even the US Federal Highway Administration's latest initiatives, such as the Intelligent Vehicle Initiative (www.its.dot.gov/ivi/ivi.htm) and Vehicle Infrastructure Integration initiative (www.its.dot.gov/initiatives/initiative9. htm), have modest goals for the next five to 10 years.To help fulfill the promises of ITS, the ATLAS (Advanced Traffic and Logistics Algorithms and Systems-see the sidebar for more information) research center is developing and testing the RHODES (Real-Time Hierarchical Optimized Distributed Effective System) traffic control system. 1 We believe that RHODES will play a major role in the realization of future Advanced Traffic Management Systems, a major component of ITS. The future of traffic managementIt's envisioned that future ATMSs will know every vehicle's location (but not necessarily the identification of the vehicle or its driver, unless the driver has provided this information for extra services). Also, traffic management controls and advisories will ensure that vehicles in the network have the smoothest, safest, and most efficient ride from their origin to their destination.The controls and advisories will include• Traffic signals and the phase timings (A set of active signal lights-for example, north-south green with a red left-turn arrow and east-west red-is a phase; phase timing refers to the sequence of phases and each phase's time and duration.) • Roadside or above-road changeable message signs • Highway advisory radio • Pretrip information through radio, television, and invehicle navigation systems • Incident and road work information through radio and in-vehicle systems • En route route guidance through in-vehicle systems ATMSs will obtain traffic information from these sources:• Inductive-loop detectors below the road surface E ver since the major initiatives of the US, Europe, and Japan in the early 1990s to exploit communication, control, and computer advances to make transportation more efficient, reliable, and safe (as embodied in the US

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An Approach Towards the Integration of Bus Priority, Traffic Adaptive Signal Control, and Bus Information/Scheduling Systems

Cited by 50 publications

References 1 publication

A macroscopic model for integrating bus signal priority with vehicle rescheduling

A macroscopic model for integrating bus signal priority with vehicle rescheduling

Passenger number dependent traffic control in signalized intersections

RHODES to intelligent transportation systems

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