Adaptive controlled traffic lights

- a progress report from Uppsala

Sampo Hinnemo 140429

Table of contents
Background
Business intelligence
Initial system setup (the pilot project)
Results so far
Expansion of adaptive signal controls
General reflections
Background
Increased competitiveness for
public transportation

In 2008 the Swedish government decided to double the use of

public transportation. In order to make this alternative attractive
to people two goal were set up:
decreased travel time
improved regularity
The project also intense to decrease CO2 pollution
Business intelligence
Feasibility studies

Tests of three systems at Luthagsesplanaden by a traffic

simulation software (VISSIM)
”0-scenario”
PRIBUSS
Utopia Spot
FITS (could not be tested in
VISSIM)

The focus of the study was peak traffic flows

during an ordinary weekday morning. The test
showed that the best result was achieved with
utopia spot.
.
Initial system setup
(the pilot project)
The pilot project at Luthagsesplanaden

Present traffic conditions:

7 traffic signal controlled
intersections
16 000 motor vehicles per
day
70 buses during peak hour
Most bus stops are placed
after intersections
Two lanes in each direction
Technical structure
Central software
Traffic
optimization

Intersection

Inductive loop
detection
How adaptive traffic controls benefit
traffic flow?
Adaptive systems benefit traffic flow:

Adaptive signal controls take in to

consideration all of the intersections and all
traffic flow in the network.

Buses are detected much earlier.

The system can clear congested traffic ahead

so buses can be given priority when they
arrive to upstream signalized intersections.

Sometimes the system packs traffic to enable

a green wave later on for more vehicles.

The point is to give buses an improved flow

through the traffic signals.
Radio communication systems
Two radio communications systems are used:
INIT (buses in rural traffic)
Trivector (buses in city traffic)

The interface between the traffic controllers and radio communication

receivers consists of I/O expansions cards. The priority messages are
sent out in 10 millisecond pulses.
Results so far
Project evaluation

Studies before and after

The studies were conducted in June
2009 and June 2013. The methods
for measuring travel time was:
”Floating car” (travel time for motor
vehicles).
Data from on board computers in
the buses. Data was collected for
bus movement between bus stops.
(travel time for public
transportation).
No studies were conducted
regarding pedestrians or bicyclists.
Overview
Adaptive traffic lights
Luthagsesplanaden
(Pilot project)
Börjegatan/
Kyrkogårdsgatan

Daily traffic flow

11 000 motor vehicles

Daily traffic flow Uppsala C

16 000 motor vehicles
Daily traffic flow
8 000 motor vehicles
Reduced travel time for public transportation –
direction city centre

Körtider för bussar

- Luthagsesplanaden in mot centrum
300

290

280
Reduced travel time
270 during peak periods
260
Sekunder

250 Rick-Göt jun 09

Rick-Göt jun 13
240

230

220

210

200
06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19
Tidpunkt (timme)
Reduced travel time for public transportation –
leaving city centre

Körtider för bussar

- Luthagsesplanaden ut från centrum
260

250

240
Reduced travel time
230 during peak periods
Körtider (sekunder)

220

210 Göt-Rick jun 09

Göt-Rick jun 13
200

190

180

170

160
06-07 07-08 08-09 09-10 10-11 11-12 12-13 13-14 14-15 15-16 16-17 17-18 18-19
Tidpunkt (timme)
Effect on travel time for cars
- main road direction city centre

Körtider
- Luthagsesplanaden in mot centrum

290,0

270,0
Körtider (sekunder)

250,0

230,0
1B 080528-30
1B 130611-13
210,0

190,0

170,0

150,0
Kl 08-09 Kl 09-10 Kl 11-12 Kl 12-13 Kl 13-14 Kl 15-16 Kl 16-17 Kl 17-18
Tidpunkt (timme)
Effect on travel time for cars
- main road leaving city centre

Körtider
- Luthagsesplanaden ut från centrum

290,0

270,0
Körtider (sekunder)

250,0

230,0
1A 080528-30
1A 130611-13
210,0

190,0

170,0

150,0
Kl 08-09 Kl 09-10 Kl 11-12 Kl 12-13 Kl 13-14 Kl 15-16 Kl 16-17 Kl 17-18
Tidpunkt (timme)
Effect on travel time for cars
- road intersecting main road direction southeast

Körtider
- Kyrkogårdsgatan/Börjegatan in mot centrum
90,0

80,0

70,0
Körtider (sekunder)

60,0

50,0
2C 080528-30
40,0 2C 130611-13

30,0

20,0

10,0

0,0
Kl 08-09 Kl 09-10 Kl 11-12 Kl 12-13 Kl 13-14 Kl 15-16 Kl 16-17 Kl 17-18 Medel
Tidpunkt (timme)
Effect on travel time for cars
- road intersecting main road direction northwest

Körtider
Kyrkogårdsgatan/Börjegatan ut från centrum

120,0

100,0
Körtider (sekunder)

80,0

60,0 2D 080528-30
2D 130611-13

40,0

20,0

0,0
Kl 08-09 Kl 09-10 Kl 11-12 Kl 12-13 Kl 13-14 Kl 15-16 Kl 16-17 Kl 17-18
Tidpunkt (timme)
Level of service for pedestrians and
bicyclists
In general the cycle length of the signals have been reduced.
Reduced cycle lengths are profitable for pedestrians and bicyclists.
Expansion of adaptive
traffic controls
Expansion of adaptive traffic controls
Adaptive traffic lights
currently operative
Daily traffic flow coordinated systems
27 000 motor vehicles
coordinated systems
under construction
planning of new
systems
possible future projects
Daily traffic flow
16 000 motor vehicles directions for
bus priority
Daily traffic flow
11 000 motor vehicles
Daily traffic flow
17 000 motor vehicles
Traffic detectors
In the two initial adaptive installations inductive-loop detectors are
used for the systems.
For the third route new type of detectors will be used:
camera detection close to the intersections (long-loops, outgoing
spot detectors, pedestrian detection). The intention is to reduce
maintenance costs.
inductive loops further away from the intersections.
Public transports are detected by radio messages/virtual loops
General reflections
General reflections
Travel time for public transportation has decreased during peak
periods and the reliability of travel time has been improved. During
off-peak hours there have not been any significant changes in travel
time for public transportation.
The system for bus priority as a whole (adaptive control and radio
communication) can potentially be improved. The best way to
reduce travel time for buses in the future is to calibrate radio
communication and to improve maintenance of the radio
communication systems.
In some cases the GPS-positions where buses send radio
messages can be adjusted. Traffic controllers can be programmed
to compensate for radio communication delay.
General reflections
Camera detection reduces maintenance costs. Cameras are being
used more and more and the development is interesting regarding
how to make adaptive control more cost efficient.