Driver Characteristics at Signal-Controlled Intersections

Fugger, Thomas F.; Wobrock, Jesse L.; Randles, Bryan C.; Stein, Anthony C.; Whiting, William C.

doi:10.4271/2001-01-0045

Cited by 11 publications

(4 citation statements)

References 3 publications

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“…Fugger et al proposed a two-phase constant acceleration model for straight departures at signalized intersections with an initial acceleration rate, which lasts for approximately 0.9 s, followed by a higher secondary acceleration rate ( 26 ). Both acceleration rates are assumed to be constant, which depends on the vehicle type.…”

Section: Modeling Acceleration Profilementioning

confidence: 99%

Revised Method for Calculating Departure Sight Distance at Two-Way Stop-Controlled (TWSC) Intersections

Dabbour

Easa

2021

Transportation Research Record: Journal of the Transportation R

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This paper introduces realistic acceleration profiles for light-duty vehicles departing from rest at two-way stop-controlled (TWSC) intersections where minor roads (controlled by stop signs) intersect with uncontrolled major roads. The new profiles are based on current vehicle characteristics and driver behavior patterns. They are established based on actual field data collected using global positioning system data loggers that recorded the positional and speed data of various experimental vehicles starting from rest at TWSC intersections. Acceleration profiles are established in this paper and are used to develop a revised method for calculating the departure sight distance at TWSC intersections. Design tables were created to provide realistic sight distance values at TWSC intersections for different design speeds and number of lanes on the major road. It was found that the current values of intersection sight distance suggested by the design guides may be inadequate. Such values may force some approaching drivers on the major road to reduce their speeds or move to different traffic lanes to avoid conflicting with the departing vehicles. These maneuvers may have negative impacts on traffic safety. Therefore, implementing the revised method for calculating intersection sight distance, as presented in this paper, may ultimately reduce traffic collisions at TWSC intersections.

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Section: Modeling Acceleration Profilementioning

confidence: 99%

Revised Method for Calculating Departure Sight Distance at Two-Way Stop-Controlled (TWSC) Intersections

Dabbour

Easa

2021

Transportation Research Record: Journal of the Transportation R

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“…How long does it take for this vehicle to move when a new green ball lights? Certain technical studies 1 have been done on this starting activity. However, the actual position of the vehicle as first, second, or third in the queue at the stop line will change the departure interval parameter length.…”

Section: Vehicle Actions and Site Geometry As Sources Of Informationmentioning

confidence: 99%

Forensic Engineering Analysis of Traffic Signal Timing and Speeds Prior to Collision by Rule-Based Triage of Indirect Video

Couture¹

2017

JotNAFE

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In most civil litigation cases pertaining to vehicle collisions, the courts attempt to assess and decide the proportion of shared liability of the drivers based on physical evidence as well as testimony of witnesses and perhaps experts. In North America’s modern electronic-flooded society, an immense quantity of video coverage has become available from sources such as cell phones, security cameras, eyes-in-the sky traffic helicopters, dashboard cameras, and even personal drones. However, rarely is the camera focused directly on the area of interest. Security cameras may be pointed toward the back door of a property yet still have visual coverage of a nearby street. When faced with a case having multiple conflicting eyewitness accounts, it was pondered whether some of this indirect collateral imagery could be converted into useful knowledge — without access to expensive supercomputer-based image analysis. The author considered whether there were any rules of inclusion or exclusion that may be used in the triage of video footage to assist with determining a timeline of an event. This paper will attempt to provide some guidelines to the formation of an adaptable rule set, as a foundation for conducting the triage process, with reference to published and validated data. It will then go over a case where the methodology was applied.

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“…Using the above formulae, along with reasonable values for V1 (e.g., PR1 of 1 second; ACCEL1 of 0.15 g [See Fricke, 1990; Table 1 incorporates other estimates, e.g., Fugger et al, 2001]) and a D1 of 25 feet, D2 of 50 feet, VEL2 of 35 miles per hour, and an ARC of 1.5 seconds, the following is obtained: T2 is approximately 1 second and T1 is approximately 3.2 seconds. Thus, REDRUN2 is approximately 4.7 seconds.…”

Section: T2mentioning

confidence: 99%

“…The exact timing depends on the various inputs (e.g., D1 and D2 as determined by intersection geometry and lane assignments, acceleration rate and perception-reaction time of V1, V2's speed, and all red clear), but the conclusion is robust over a considerable range of input values (see Table 1). Using a larger value for PR1 (see, e.g., Fugger et al, 2001) will increase REDRUN2 accordingly, as will increasing ARC.…”

Section: T2mentioning

confidence: 99%

A Framework for Analyzing Intersection Timing and Red Light Collisions

Ayres¹,

Dyrby²,

Kelkar³

et al. 2014

Proceedings of the Human Factors and Ergonomics Society Annual

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It is not surprising that many multi-vehicle collisions occur at intersections, as intersecting streets present potential conflict situations where vehicle paths can cross one another. What does surprise both naïve observers and many professionals involved in accident investigations (e.g., accident reconstructionists, human factors scientists, lawyers) is the explanation that most red light running accidents happen only when the vehicle violating the red light enters the intersection approximately 4 to 6 seconds or more after the light has turned red. This paper provides a framework to study the conditions under which red light running collisions occur. This framework is applied to real-world intersection geometries and red light running collisions captured on video. A comparison of observational and crash data indicates that only a small fraction of red light running results in collisions. The mathematical framework can be used to develop likely timing scenarios in accident investigation, and can be expanded to study motor vehicle collisions with bicyclists or pedestrians.

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Driver Characteristics at Signal-Controlled Intersections

Cited by 11 publications

References 3 publications

Revised Method for Calculating Departure Sight Distance at Two-Way Stop-Controlled (TWSC) Intersections

Revised Method for Calculating Departure Sight Distance at Two-Way Stop-Controlled (TWSC) Intersections

Forensic Engineering Analysis of Traffic Signal Timing and Speeds Prior to Collision by Rule-Based Triage of Indirect Video

A Framework for Analyzing Intersection Timing and Red Light Collisions

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