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Advances in Intelligent Systems and Computing 505

Grzegorz Sierpiński Editor

Intelligent
Transport Systems
and Travel Behaviour
13th Scientific and Technical
Conference “Transport Systems.
Theory and Practice 2016” Katowice,
Poland, September 19–21, 2016
Selected Papers
Advances in Intelligent Systems and Computing

Volume 505

Series editor
Janusz Kacprzyk, Polish Academy of Sciences, Warsaw, Poland
e-mail: kacprzyk@ibspan.waw.pl
About this Series
The series “Advances in Intelligent Systems and Computing” contains publications on theory,
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e-mail: nadia@eng.uerj.br
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e-mail: Ngoc-Thanh.Nguyen@pwr.edu.pl
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e-mail: jwang@mae.cuhk.edu.hk

More information about this series at http://www.springer.com/series/11156

Grzegorz Sierpiński
Editor

Intelligent Transport Systems

and Travel Behaviour
13th Scientific and Technical Conference
“Transport Systems. Theory and Practice
2016” Katowice, Poland, September 19–21,
2016 Selected Papers

123
Editor
Grzegorz Sierpiński
Faculty of Transport
Silesian University of Technology
Katowice
Poland

ISSN 2194-5357 ISSN 2194-5365 (electronic)

Advances in Intelligent Systems and Computing
ISBN 978-3-319-43990-7 ISBN 978-3-319-43991-4 (eBook)
DOI 10.1007/978-3-319-43991-4

Library of Congress Control Number: 2016947022

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Preface

Contemporary cities cannot function properly without intelligent solutions.

Computer science supports people in many aspects of life. Quality of travel and
transport exerts significant influence on social and economic growth. Development
of individual components of Intelligent Transport Systems and diverse organiza-
tional solutions directly contributes to improving the manner in which transport
functions. However, it is also very important in terms of how travel behaviour is
shaped.
This publication contains selected papers submitted to and presented at the 13th
“Transport Systems. Theory and Practice” Scientific and Technical Conference
organized by the Department of Transport Systems and Traffic Engineering at the
Faculty of Transport of the Silesian University of Technology (Katowice, Poland).
The problems addressed in the publication entitled Intelligent Transport Systems
and Travel Behaviour have been divided into four parts:
• Part I Modelling of Transport Systems and Travelling Behaviour,
• Part II Smart Cities and Green Travelling,
• Part III Modern Transport and Logistics in Urban Areas,
• Part IV New Solutions for Transport Systems in the World.
The challenges emerging from transport systems, connected with the growing
number of travels, particularly those made by individual means of transport, cause
heavy congestion, especially in town centres, and indirectly contribute to consid-
erable loss of time among those travelling as well as to the increase of noise, fuel
consumption and emission of harmful substances into the environment.
Recommendations or even guidelines pertaining to the trends observed in the
development of transport systems may in fact be brought down to two spheres of
desirable effects one should pursue:
• the necessity of changes to the modal split of traffic, including to the share of
public transport, and the increasing relevance of railway and intermodal trans-
port and
• changes in terms of the energy sources used.

v
vi Preface

Both the aforementioned aspects have been extensively addressed in the papers
provided in the publication. Respective authors have highlighted selected problems
using practical examples, at the same time emphasizing the pursuit of solutions
which may satisfy the needs of mankind as well as those of natural environment in
the optimum manner.
I would like to express my deepest gratitude to all authors, for reflecting the key
problems of contemporary transport systems in a concise manner, as well as to
reviewers, in recognition of their insightful remarks and suggestions without which
this collection of papers would have never been published.

Katowice, Poland Grzegorz Sierpiński

September 2016
Organization

Thirteenth Scientific and Technical Conference “Transport Systems. Theory and

Practice” (TSTP2016) is organized by the Department of Transport Systems and
Traffic Engineering, Faculty of Transport, Silesian University of Technology
(Poland).

Organizing Committee

Organizing Chair
Grzegorz Sierpiński, Silesian University of Technology, Poland

Members
Renata Żochowska
Grzegorz Karoń
Aleksander Sobota
Marcin Staniek
Ireneusz Celiński
Barbara Borówka
Kazimierz Dąbała
Marcin J. Kłos
Krzysztof Krawiec

The Conference Took Place Under the Honorary Patronage

Minister of Infrastructure and Construction

Marshal of the Silesian Voivodeship
Silesian Voivode

vii
viii Organization

Scientific Committee

Chairman: Stanisław Krawiec, Silesian University of Technology, Poland

Tomasz Ambroziak, Warsaw University of Technology, Poland
Henryk Bałuch, The Railway Institute, Poland
Roman Bańczyk, Voivodeship Centre of Road Traffic in Katowice, Poland
Mehmet Dikmen, Baskent University, Turkey
József Gál, University of Szeged, Hungary
Andrzej S. Grzelakowski, Gdynia Maritime University, Poland
Mehmet Serdar Güzel, Ankara University, Turkey
Józef Hansel, AGH University of Science and Technology Cracow, Poland
Libor Ižvolt, University of Žilina, Slovakia
Marianna Jacyna, Warsaw University of Technology, Poland
Jan Kempa, University of Technology and Life Sciences in Bydgoszcz, Poland
Michael Koniordos, Piraeus University of Applied Sciences, Greece
Bogusław Łazarz, Silesian University of Technology, Poland
Zbigniew Łukasik, Kazimierz Pulaski University of Technology and Humanities in
Radom, Poland
Elżbieta Macioszek, Silesian University of Technology, Poland
Marek Malarski, Warsaw University of Technology, Poland
Ján Mandula, Technical University of Košice, Slovakia
Sylwester Markusik, Silesian University of Technology, Poland
Antonio Masegosa, IKERBASQUE Research Fellow at University of Deusto,
Bilbao, Spain
Agnieszka Merkisz-Guranowska, Poznań University of Technology, Poland
Maria Michałowska, University of Economics in Katowice, Poland
Leszek Mindur, International School of Logistic and Transport in Wrocław, Poland
Maciej Mindur, Warsaw University of Technology, Poland
Kai Nagel, Technical University Berlin, Germany
Piotr Niedzielski, University of Szczecin, Poland
Piotr Olszewski, Warsaw University of Technology, Poland
Enrique Onieva, Deusto Institute of Technology, University of Deusto, Bilbao,
Spain
Asier Perallos, Deusto Institute of Technology, University of Deusto, Bilbao, Spain
Antonio Pratelli, University of Pisa, Italy
Dariusz Pyza, Warsaw University of Technology, Poland
Andrzej Rudnicki, Cracow University of Technology, Poland
František Schlosser, University of Žilina, Slovakia
Jacek Skorupski, Warsaw University of Technology, Poland
Aleksander Sładkowski, Silesian University of Technology, Poland
Wiesław Starowicz, Cracow University of Technology, Poland
Jacek Stumpf, Department of Documentation GDDKiA Section Katowice, Poland
Andrzej Szarata, Cracow University of Technology, Poland
Organization ix

Tomasz Szczuraszek, University of Technology and Life Sciences in Bydgoszcz,

Poland
Antoni Szydło, Wrocław University of Technology, Poland
Grzegorz Ślaski, Poznań University of Technology, Poland
Paweł Śniady, Wrocław University of Environmental and Life Sciences, Poland
Andrew P. Tarko, Purdue University West Lafayette, USA
Mariusz Wasiak, Warsaw University of Technology, Poland
Adam Weintrit, Gdynia Maritime University, Poland
Andrzej Więckowski, AGH University of Science and Technology Cracow, Poland
Katarzyna Węgrzyn—Wolska, Engineering School of Digital Science Villejuif,
France
Adam Wolski, Polish Naval Academy, Gdynia, Poland
Olgierd Wyszomirski, University of Gdańsk, Poland
Elżbieta Załoga, University of Szczecin, Poland
Stanisława Zamkowska, Kazimierz Pulaski University of Technology and
Humanities in Radom, Poland
Jolanta Żak, Warsaw University of Technology, Poland

Referees

Piotr Czech
Mehmet Serdar Güzel
Michal Fabian
Robert Grega
Katarzyna Hebel
Peter Kaššay
Jozef Kuĺka
Michał Maciejewski
Elżbieta Macioszek
Martin Mantič
Antonio D. Masegosa
Silvia Medvecká-Beňová
Romanika Okraszewska
Enrique Onieva
Alžbeta Sapietová
Grzegorz Sierpiński
Marcin Staniek
Andrzej Szarata
Dariusz Tłoczyński
Andrzej Więckowski
Grzegorz Wojnar
Adam Wolski
Contents

Part I Modelling of Transport Systems and Travelling Behaviour

Development of Various Scenarios of ITS Systems for Urban Area . . . . 3
Grzegorz Karoń and Ryszard Janecki
The Influence of Countdown Timers on the Traffic Safety
of Pedestrians and Vehicles at the Signalized Intersection . . . . . . . . . . . . 13
Aleksander Sobota, Marcin Jacek Klos and Grzegorz Karoń
Air Transport Service in Academic Research at Polish Airports . . . . . . 23
Dariusz Tłoczyński
Underage Pedestrian Road Users in Terms of Road Accidents . . . . . . . . 33
Piotr Czech

Part II Smart Cities and Green Travelling

Regression Based Emission Models for Vehicle Contribution
to Climate Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Ander Pijoan, Iraia Oribe-Garcia, Oihane Kamara-Esteban,
Konstantinos N. Genikomsakis, Cruz E. Borges
and Ainhoa Alonso-Vicario
The Effect of University Campuses on the Modal Split
of Polish Cities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Romanika Okraszewska, Aleksandra Romanowska
and Kazimierz Jamroz
Distance and Frequency of Travels Made with Selected Means
of Transport—A Case Study for the Upper Silesian
Conurbation (Poland) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Grzegorz Sierpiński
Pedestrian Route Search Based on OpenStreetMap . . . . . . . . . . . . . . . . . 87
Sebastian Naumann and Mikhail Y. Kovalyov

xi
xii Contents

Part III Modern Transport and Logistics in Urban Areas

Road Pavement Condition as a Determinant of Travelling
Comfort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Marcin Staniek
Risks Arising from Introducing Bicycle Traffic onto
Designated Bus Lanes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Marek Bauer
Support for Green Logistics Using the GTAlg Tool . . . . . . . . . . . . . . . . . 121
Ireneusz Celiński
Application of the Genetic Algorithm for Optimization
of the Public Transportation Lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Aleksander Król

Part IV New Solutions for Transport Systems in the World

Analysis of Significance of Differences Between Psychotechnical
Parameters for Drivers at the Entries to One-Lane and Turbo
Roundabouts in Poland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Elżbieta Macioszek
Towards an Optimal Multimodal Travel Planner—Lessons
from the European Experience . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
Przemyslaw Borkowski
A Hybrid Planning Method for Charging Infrastructure
for Electrically Driven Buses in Public Transportation . . . . . . . . . . . . . . 175
Hubert Büchter and Sebastian Naumann
Location of Electric Buses Recharging Stations
Using Point Method Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Krzysztof Krawiec
Testing Station-Related Railway Control Systems—Functional
and Failure-Response Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Szymon Surma and Marcin Gołębiewski

Author Index . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205

 Part I
Modelling of Transport Systems
and Travelling Behaviour
Development of Various Scenarios of ITS
Systems for Urban Area

Grzegorz Karoń and Ryszard Janecki

Abstract Paper presents a synthetic discussion of the issues connected with

technologies of intelligent transport systems (ITS). The theoretical investigations
were supported with description of the results of empirical studies carried out by the
authors in project of integrated transport management system in the Bielsko-Biała
city with execution of a transportation model (Sobota et al. in Integrated transport
management system in the Bielsko-Biała city. Department of Transport Silesian
University of Technology, Katowice, Poland, 2014 [1]). ITS services (algorithms,
tools, measures of effectiveness) are determined by the goals of sustainable
mobility. The paper presents scenarios for development of an intelligent transport
system in the central municipality of the agglomeration and the results of their
assessment by city inhabitants.

Keywords ITS—intelligent transport systems development
Transport users

behaviour Survey and assessment of ITS

1 Introduction

Technologies of intelligent transport systems (ITS) with respect to sustainable

mobility, perform a double role. Implementation of ITS is one of the tools of
transport policy of agglomeration, oriented at development of sustainable mobility
[2]. On the other hand, ITS services (algorithms, tools, measures of effectiveness)
are determined by the goals of sustainable mobility. Implementation and devel-
opment of ITS systems, using systems engineering, is based on identification of ITS
services, appropriate to the user’s needs of transport systems and other stakeholders

G. Karoń (&)
Faculty of Transport, Silesian University of Technology, Katowice, Poland
e-mail: grzegorz.karon@polsl.pl
R. Janecki
University of Economics in Katowice, Katowice, Poland
e-mail: ryszard.janecki@ue.katowice.pl

© Springer International Publishing Switzerland 2017 3

G. Sierpiński (ed.), Intelligent Transport Systems and Travel Behaviour,
Advances in Intelligent Systems and Computing 505,
DOI 10.1007/978-3-319-43991-4_1
4 G. Karoń and R. Janecki

(e.g. the municipal government, municipal services, hardware and software ITS
manufacturers) [3]. At the conceptual stage it is developed ITS architecture con-
sisting of, among others, of two main structures: the logical ITS architecture and the
physical ITS architecture. The logical architecture is the design of operation logic of
ITS systems by the general process maps and detailed diagrams of the information
flow: input, intermediate and output processed in the relevant processes. Physical
architecture maps the logical architecture in necessary technical and human systems
and subsystems and data flows within systems and between them—the subsystems
of the physical architecture can be located in the centers of traffic management and
control, in infrastructure facilities and vehicles [4].
Then, after the adoption of a particular logical architecture, the next step in the
analysis is the configuration of functional blocks at the hardware level, which is the
creation of the physical architecture. This sequence results from the optimization of
the ITS size in terms of the needs of analyzed area. The right choice of blocks
(components) the logical architecture can be translated directly to the quality of the
functioning of the ITS system. Physical architecture carries out the tasks defined by
the logical architecture elements and at the same time determines the reliability of
the ITS system.

2 Transport Modeling with ITS and Mobility Assessment

The need to create urban areas and agglomeration more friendly to life is constantly
up to date [5, 6]. Hence the idea of sustainable urban mobility is still popular and
useful instrument of change in urban transport systems, meeting the needs and
expectations of the people and the economy. The value of sustainability urban
mobility is confirmed, among others, by activities programmed by the European
Union and the multiplicity of groups of potential stakeholders of such activities (see
[7, p. 29]). Smart mobility, as a part of sustainable urban mobility, can be evaluate
using variables of two types: measurable-type (determined as ratio of some different
quantities) and on/off-type (similar to yes/no answer). Main variables of these type
are [8]:
• measurable-type variables of smart mobility evaluation:
– demand for public transport and demand for transport by bike,
– density of public transport network and density of bike network,
– density of bike sharing stations and density of car sharing stations,
• on/off-type variables of smart mobility evaluation:
– information about traffic conditions for car drivers—systems such as: vari-
able message signs, mobile application and SMS,
– information system for public transport users—about schedules and routes,
travel planner application, and dynamic passenger information system at
stops,
Development of Various Scenarios of ITS Systems for Urban Area 5

– electronic payment systems—e-ticket for public transport, payment in

parking system, bike- and car-sharing system.
Above variables and indicators are useful to comparable after standardization
(with values 0.01 ÷ 10) and aggregation (indicators within the same variable as
arithmetic mean, and then synthetic indicator as geometric mean) [8]. More com-
prehensive tool for analysis and assessment of changes in transportation systems of
urban area is transportation model (e.g. four-stage transport model) [9–12].
The main aspect of the analysis of the projects for developing the city’s transport
system with projects of ITS and projects of mobility management, using the
transport model [11] is the identification and evaluation of expected results that can
be obtained in the traffic forecasts. For the reference variant (variant without the ITS
project scenario) and each investment variant of ITS project clear information about
the following elements has to be given [10, 11, 13]:
• passenger flows in transport network for all modes and modal shift as result of
investment variants,
• operational work of transport means in vehicles/km and vehicles/hour,
• travel/journey time: in-vehicle time, waiting time at stop, walking time, transfer
time etc.,
• free flow speed, speed in congestion, volume-delay functions,
• accident reduction and impact on environment.
Based on results of traffic forecasts the three basic economic performance
indicators, ENPV (Economic Net Present Value), ERR (Economic Rate of Return),
BCR (Benefit-Cost Ratio) must be calculated for each project option with analyses:
financial assessment and risk assessment [13, 14].

3 ITS Implementation—Variants and Scenarios

for ITS Configuration

Demand of the analyzed area (one of the medium size cities in Poland) on the ITS
results of many factors that make up the aggregate need referred to generally as the
need to improve traffic conditions in the transport network. Improving traffic
conditions may be the result of reducing congestion on roads and streets by
increasing smoothness of traffic flow or reducing the number of individual transport
vehicles (increasing the share of public passenger transport vehicles). Measurable
effects of improvement in traffic conditions include reducing queues of vehicles at
inlets intersections, shortening travel time (and more specifically reside in the
vehicle, e.g. in a traffic jam), reduced travel time, e.g. by minimizing “the idle” cars
looking for a parking space or increase the punctuality and frequency of buses, and
many other measures of quantitative as well as qualitative—e.g. increase the
comfort and safety of travel, change transport behavior of inhabitants.
6 G. Karoń and R. Janecki

As mentioned in [3] reducing congestion effects in urban transport systems

requires appropriate actions at different levels of city management including
transport management, because previous methods associated with the development
of road infrastructure are not sufficient. Therefore approach based on various
strategies of congestion management (integration of actions of planners, designers
and traffic engineers) may give the expected results.
To fully assess the need for the ITS system (the scope of its functionality) is
required diagnosis of the current state, which is currently in practice is carried out
through modeling and forecasting traffic traveling from the use of transport model.
In this example, the deployment of ITS system in mid-size city has been prepared
the concept of ITS architecture taking into account specific functional variants of
development of the city’s transport system. This example comes from project of
integrated transport management system in the Bielsko-Biała city with execution of
a transportation model [1], and was there implemented in transportation model.
Functional variants have been formulated taking into account:
• directions of planning, including, inter alia 3 urban zones:
– A—the very center,
– B—the central area of the city,
– C—suburbs,
and 4 functional and spatial areas:
– inner city,
– housing,
– services and manufacturing,
– natural environment,
• structure of the movable-creative area (development of current and planned
activity of the population in terms of generating transport needs),
• type of activity of the population,
• the structure of the transport network, the type of transport systems, rate of
implementation of transport systems and the prevailing traffic conditions with
regard to behavior and transport preferences of residents.
Definitions of development variants (see Table 1) [1] are based on assumptions
formulated on the basis of available-date, documents containing information on the
status and development plans of the existing transport systems in the city as well as
functional surrounding. The following systemic assumptions have been fixed when
defining variants:
• V0—no significant systemic actions, in addition to maintaining the current
functioning of the individual and public transport in the city,
• V1—improving the traveling of public transport, cycling and walking, not
intrinsically associated with the planned ITS subsystems,
• V2—further improvement of traffic flow as V1, but with elements of passenger
information and information on traffic conditions,
Development of Various Scenarios of ITS Systems for Urban Area 7

Table 1 Preliminary variants and scenarios of development transport systems

Symbol of The definition of preliminary variant and scenario development
variant
V0 • Scenario: no significant systemic actions, in addition to maintaining the
current functioning of the individual and public transport in the city
• The functioning of transport systems in conditions as for the current state
• In this variant as a background for other options will be adopted to model
such investments in road infrastructure that are already in the
implementation or their planning is at the stage of selecting contractors
(they are mainly investments related to the development of the network of
road and street whose inclusion in the network model transport is
documented technically)
• The expected results: maintaining the current situation related to the
implementation of transport processes; the mapping model of these
investments, which are sufficiently well documented technically,
organizationally and temporally, for prognostic models
V1 • Scenario: improving the traveling of public transport, cycling and walking,
not intrinsically associated with the planned ITS subsystems
• Change of traffic organization in order to limit the movement of private
transport in the urban area A—the very center (especially transit) in favor
of public transport, bicycle paths and pedestrian pathways
• Management of car parks surrounded by urban A zone; improving cycling
traffic in the city through the development/optimization of the network of
cycle paths and launching urban bike rental; implementation of electronic
payment card system, which will include among others: electronic ticket,
parking charges, bicycle hire and other city services
• Consider the location of car parks in C—suburbs area in the Park&Ride
system; operation of an electronic ticket technology integration should
encompass both city buses as well as intercity buses in the city-district
relations
• The expected results are traffic calming in an urban area, increasing the
share of public transport in the transport, increase road safety, shorter travel
times (transit) in the area the city center
V2 • Scenario: further improvement as V1, but with elements of passenger
information and information on traffic conditions
• The introduction of priority for buses at signalized street junctions on main
traffic streets—a conditional priority (buses delayed). the introduction of
bus-lanes on selected sections or entire streets sequences, especially in the
B urban area; starting the dynamic passenger information (DIP) at bus
stops; derivation of individual car traffic from the A urban zone, leaving the
movement of public transport, and trade and services provision and
operation of municipal services (garbage); launching the VMS signs with
information about traffic conditions and recommended alternative routes,
which will neutralize the effects of restrictions of movement in A zone and
to reduce the cross-section available for traffic through the bus-lanes in the
B zone
• Drivers of the city will be able to sustainable use of the road network
without unnecessary overloading the peripheral city system and drivers
from outside will have information about transit routes, as well as the
nearest car parks P&R (guidance on available parking spaces) or centripetal
routes in the city area for paid parking zones
(continued)
8 G. Karoń and R. Janecki

Table 1 (continued)
Symbol of The definition of preliminary variant and scenario development
variant
• The expected results are to increase the share of public transport in the
transport, improving smoothness of traffic flow, enhance road safety,
shorter travel times (transit) in the area the city center and throughout the
city
V3 • Scenario: further improvement as V2 and improvements in the form of
system integration individual and transport in terms of sustainable
development
• System integration:—tariff,—launching integrated nodes in the vicinity of
train stations and bus stops,—correction of the routes and bus lines run
together with the timetable,—dynamic multi-modal travel planning
including rail, bus transport and parking P&R system
• The expected results are to increase smoothness of traffic flow (traffic
excitation risk therefore necessary to further increase the attractiveness of
public transport), increase modal shift of public transport, increase road
safety, reduction or maintenance of an acceptable travel times (transit) in
the area of the city center and throughout the city
V4 • Scenario: further improvement as in V3 and improving traffic of individual
and collective emphasis on linear control with the use of ITS
• The introduction of linear control on main traffic streets; dynamic (taking
into account the effects of linear motion control and) information system for
drivers and travelers on traffic conditions (VMS) will enable more
conscious and effective decisions about how to travel, depending on the
time of day, purpose and scope of the journey, both by locals, but what
equally important, by incomers; at the same time they will improve traffic
conditions by increasing the smoothness of traffic flow
• The expected results are to increase smoothness of traffic flow (traffic
excitation risk therefore necessary to further increase the attractiveness of
public transport), increase modal shift of public transport, increase road
safety, reduction or maintenance of an acceptable travel times (transit) in
the area the city center and throughout the city
V5 • Scenario: further improvement as in V4 and improving the movement of all
vehicles through the addition of area control and achieving full
functionality of the ITS system
• The introduction of area control in A and B zone; full functionality of the
ITS system according to developed concept; dynamic (taking into account
the results of area and linear motion control and parking management)
information system for drivers and passengers
– on traffic conditions
– recommended routes
– parking spaces in the neighborhood of integrated nodes and P&R
• the efficiency of transmission of dynamic information, on signs VMS, in
info-kiosks, on its website and on mobile devices (smartphones, tablets),
with the actual conditions and the actual availability of buses (the nearest
stop, the fastest connection to the specified destination and ease of
implementation of electronic payment), will increase the availability of
public transport and thus the mobility of travelers using different forms of
movement (only bus, bicycle&bus, car&bus, train&bus); at the same time
they will improve traffic conditions by increasing the smoothness of the
(continued)
Development of Various Scenarios of ITS Systems for Urban Area 9

Table 1 (continued)
Symbol of The definition of preliminary variant and scenario development
variant
traffic flow; distribution of reliable information will result in more
conscious and effective decisions about how to travel, depending on the
time of day, purpose and scope of the journey, both by locals, but what is
equally important for people visiting, in a multimodal transportation
• The expected results are to increase the smoothness of traffic flow (traffic
excitation risk therefore necessary to further increase the attractiveness of
public transport), increase modal shift of public transport, increase road
safety, maintenance of an acceptable travel times (transit) in the area the
city center and throughout the city
Source Based on [1]

• V3—improvements as in V2 and improvements in the form of system integration

individual and public transport in terms of sustainable development,
• V4—actions as in V3 and improving traffic control of individual and public
transport on linear control with the use of ITS,
• V5—actions as in V4 and improving the movement of all vehicles through the
addition of area control and achieving full functionality of the ITS system.
Complementary actions:
• entering buses with electric drive with the point infrastructure (wire charging,
induction charging, capacitor charging) and linear (induction charging),
• increasing use of individual transport means with electric drive (motorbikes,
scooters, cars, etc.) by sharing the charging infrastructure publicly accessible,
• the last two actions are complementary scenarios related to the ecological
development of alternative drives and provisions of the White Paper on limiting
the use of combustion-powered vehicles transport in cities and the introduction
of electric propulsion; these actions should be seen as complementary and
virtually for each of the variants, regardless of other measures that are defined in
order to improve traffic conditions and mobility.
Adopted functional variants of development of city’s transport system were
entered in the transport model in the context of three scenarios for changes in
socio-economic system:
• decline scenario,
• stability scenario,
• development scenario.
For adopted—the most likely scenario—were prepared transportation forecast-
ing models.
10 G. Karoń and R. Janecki

4 Assessment of ITS Variants by Transport Users

In the process of defining variants and scenarios of development were also included
results of a survey on the perception of the need for transport, declared by the
inhabitants of the city.
During the survey respondents were asked to assess selected system actions
related to the modernization and development of transport system of the city.
Evaluation ex-ante was to obtain the views of transport users (residents) on the
needs of the introduction of specific technical and functional solutions that could
influence—according to respondents—to reduce the number of cars in urban
transport network and to increase the participation in the movement of other
transport systems (bus, bike, walking). Places, where the survey were taken are
parking areas (29,220 assessments), shopping centers (28,722 assessments),
households (24,295 assessments). The results of the analysis of all 82,237 evalu-
ations in terms of the sum of very good and good suggest the following hierarchy of
system solutions in urban transport systems [1]:
• 71.2 %—information system on the actual time of departure of the bus, given on
the displays at bus stops, on the Internet and on mobile devices (smartphones,
tablets),
• 68.7 %—improvement of public transport in the form of integrated interchanges
and bus stops in the vicinity of railway and bus stations,
• 66.2 %—the introduction of electronic scoreboards for drivers (Variable
Message Signs—VMS) with information about traffic conditions, recommended
passing routes and about free parking spaces,
• 64.8 %—the ability to plan your journey by bus/train using the web and mobile
devices (smartphones, tablets),
• 64.5 %—the possibility to park your car in the Park&Ride and onward journey
by modern, comfortable and punctual bus/train,
• 63.8 %—improvements for cyclists in the form of urban bike rental, bike trails
system, adapting buses to transport bicycles,
• 58.3 %—the introduction of electronic public transport tickets and electronic
parking fees in the form of integrated city card,
• 55.6 %—shorter bus ride and increase its punctuality through priority passage at
intersections with traffic lights,
• 51.6 %—video monitoring in order to improve the sense of public safety.
The other two activities have total advantage of unsatisfactory grades, adequate
and sufficient:
• 54.7 %—automatic monitoring of compliance with the provisions in traffic,
including identification of driving through a red light, overloaded vehicles,
automatic detection of exceptional occurrences,
• 59.6 %—meteorological stations used, among others, to the needs of winter
action.
Development of Various Scenarios of ITS Systems for Urban Area 11

5 Conclusions

The results indicate that the inhabitants mainly expect efficient and effective dis-
tribution information systems, including:
• information about traffic conditions for drivers of individual vehicles: the esti-
mated travel time, information about traffic jams and recommended routes
(VMS—Variable Message Signs and Web portal),
• information about the conditions of travel for passengers of public transport:
information about the current hour of departure, information about possible
delays and their cause, information on transport links connections at inter-
changes (DPI—Dynamic Passenger Information),
• information integrated in the form of trip planners (applications on the web), and
trip assistants (applications for mobile devices, i.e. smartphones and tablets),
allowing to plan a trip between specified points using different transport systems—
taking into account the comparison of the cost of travel (e.g. the cost of tickets,
parking costs) and travel time (e.g. travel times on alternative routes using different
transport modes individual and collective—individually and in a combined
manner).
Apart from distributing information, urban residents also indicate the need for
system integration methods of travel, both in the context of public transport—in the
form of interchanges, as well as the integration of individual transport with a public
transport—for example in the form of Park&Ride, Bike&Ride systems. Large
significance have also modern systems for collecting tolls or fees for parking, using
electronic payments (using SMS or contactless payment card or smartphone) and
combining them with other public services (entertainment, recreation, small ser-
vices). These demands of residents in the area of intelligent solutions, using IT and
ITS are complemented by the indication of the need to improve travel conditions
through modernization of the fleet and infrastructure, together with the adjustment
of these items to support travelers with reduced mobility (the elderly, disabled,
parents with strollers and small children).

References

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Bielsko-Biala city. Research work NB-148/RT5/2014, Department of Transport Silesian
University of Technology, Katowice, Poland (2014)
2. Janecki, R.: Improvement of public transportation as an instrument of transport policy in cities
of agglomeration. In: Mikulski J. (ed.) Tool of Transport Telematics, CCIS vol. 531, pp. 230–
243. Springer International Publishing, Cham (2015)
3. Żochowska, R., Karoń, G.: ITS services packages as a tool for managing traffic congestion in
cities. In: Sładkowski, A., Pamuła, W. (eds.) Intelligent Transportation Systems—Problems
and Perspectives, pp. 81–103. Springer International Publishing, Berlin (2016)
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4. Karoń, G., Mikulski, J.: Assessment of the project entitled Functional analysis for Intelligent
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The Influence of Countdown Timers
on the Traffic Safety of Pedestrians
and Vehicles at the Signalized Intersection

Aleksander Sobota, Marcin Jacek Klos and Grzegorz Karoń

Abstract Countdown Timers (timers) are auxiliary devices to the traffic signal-
ization, which measure the time to change the displayed signal. Currently, the use
of countdown timers in Poland is not regulated by law. Such devices, however, in
some Polish cities are functioning and are installed on a growing number of
intersections. In order to analyse the devices described the research was conducted
on the impact of counter dispensing time on road safety. The study were subjected
the countdown timers used for both pedestrian and vehicular traffic. At the time of
measurements were compared behaviour of pedestrians and drivers in two periods
of research: for a week with enabled and disabled countdown timers. The influence
of the countdown timers into intersection capacity was calculated in the other part
of the work [1], vehicle speed-issue wasn’t tested. The results allow concluding that
the countdown timers for both pedestrians and vehicles improve safety in the initial
phase of the signal. Future work on other research proving grounds allow for more
accurate determining the impact of the countdown timers on safety.

Keywords Countdown timer Signalized intersection Pedestrian safety Traffic




safety Driver behaviour Pedestrian behaviour

A. Sobota (&)
M.J. Klos
G. Karoń

Faculty of Transport, Silesian University of Technology, Katowice, Poland
e-mail: aleksander.sobota@polsl.pl
M.J. Klos
e-mail: marcin.j.klos@polsl.pl
G. Karoń
e-mail: grzegorz.karon@polsl.pl

© Springer International Publishing Switzerland 2017 13

G. Sierpiński (ed.), Intelligent Transport Systems and Travel Behaviour,
Advances in Intelligent Systems and Computing 505,
DOI 10.1007/978-3-319-43991-4_2
14 A. Sobota et al.

1 Introduction

Road traffic safety is a set of rules regarding proper movement on roads [2]. Impact
on the level of road safety has various factors such as the organization of road
traffic, condition of road infrastructure, user behaviour, technical condition of
vehicles. An extremely important aspect when introducing new elements to the road
infrastructure is checking in the first step how a given element or device affects the
safety of road users [3].
From the appearance of the first roads man tries to improve the transfer of
information to the user of the road. The primary methods of information transmitted
are road signs with pictograms placed on them. The development of technology and
the need to provide faster and more accurate information gave rise to such devices
as electric traffic lights; variable message signs (VMS). Analysed display device of
time is a new road-information solution in the Polish conditions.
Countdown timers (timers) are auxiliary devices to the traffic lights, which
measure the time (in seconds) to change the displayed signal. Currently, the use of
countdown timers in Poland is not regulated [4] Such devices, however, in some
Polish cities are functioning and are installed on a growing number of intersections.
The introduction of new infrastructures without a prior examination of their impact
on safety is experimental solution and not recommended. This device has been
introduced due to the apparent (not extensively studied in Polish conditions)
improvement of traffic and the positive public perception of the device. In locations
with installed countdown timers drivers and pedestrians praise the new solution [5].
Time display causes seemingly less time waiting for a change of the light signal.
Watching the passage of time for the signal changes is less burdensome than the
stoppage without additional time information.
Displays of time are described in the literature and widely used in the world. The
authors of the article [6] present an analysis of the impact of the countdown timer
on the behaviour of the queue of vehicles at the inlet of junction. At the basis of
made model authors states that the countdown timers improve traffic and allow the
driver to take more precise decision about the stop before the traffic lights or about
entering on the intersection. This behaviour of road users is desirable and results in
increased traffic safety. Authors of the article [7] consider separately two types of
countdown timers (for two different signalling shields) for vehicles: counting down
the time to the end of a red signal and the green. The device analysed in this article
has one shield, which displays time both to the green and the red signals. Studies
have shown that the countdown timer of green signal limited situations of vehicle
braking at the last moment; however, the countdown timer causes inaccurate
decisions among the drivers of oncoming vehicles that potentially pose a risk of rear
collisions. Analysing the countdown timer of the red signal was observed the
reduction of early entries into the intersection of vehicles at the beginning of the
queue. According to the authors, a countdown timer of the red signal is less con-
troversial in terms of safety and more favourable due to an increase in effectiveness
of the intersection. Authors of the article [8] state that the countdown timers for the
The Influence of Countdown Timers on the Traffic … 15

green signal are effective for intersections with low road traffic congestion; while
for intersections with heavy traffic was observed frequent violation of traffic reg-
ulations. It was found that long-term use of countdown timers help to stop the driver
before a red signal, however, does not prevent violations of the signal. Authors of
the article [9] provide solutions of countdown timers for pedestrian applied in
Korea. Based on the study they conclude that the best results for improving safety
results in the use of numerical counter, along with a flashing pictogram of pedes-
trian are while ending the green signal. In the article [10] have been tested various
solutions to improve safety at intersections. The results indicate that the time-
keeping device with a light signalling device improves road safety. It indicated two
positive aspects of this solution: quick exit at the beginning of the green signal and
the ability to stop safely at the end of the signal. An additional parameter affecting
the safety of the countdown timer at a pedestrian crossing is its perception by users
of pedestrian crossings. Surveys of perceptions are presented in the article [11, 12].
Based on analysis, it was found that the countdown timer does not affect the
perception of the signal lights for pedestrians. In the article was also examined the
rate of passage through the crossing with enabled and disabled countdown timers.
Based on the analysis, it was found that the rate of passage increased at the end of
green signal. This behaviour, along with inattention can cause collisions, for
example with vehicles turning right. Authors of the article [13] show the results
regarding the impact of countdown timers to discharge queues of vehicles at the
multi-groove crossroads. Based on the results was determined that the countdown
timers have the greatest impact on the response time of the first and second vehicle
waiting in the queue. Knowledge about positive impact of countdown timers on the
efficiency of crossroads confirms the study validity of the safety device.

2 Analysis of Impact of the Countdown Timers

Application on Pedestrian Safety

Some pedestrian crossings with traffic lights in Poland have been equipped with
countdown timers (also known as second-timers or second hands) indicating to
pedestrians remaining time to extinguish the green or red signal.
In order to perform the analysis of the time displays impact on the safety of
pedestrian crossings have been selected research facility located at the intersection
located in the city of Zabrze in Poland.
Measurements to verify impact of the use of countdown timers on pedestrian’s
behaviour were performed by ten working days (Monday to Friday), of which the
first five days countdown timers were turned on, and another five days were turned
off. Measurements were carried out from 7:00 a.m. to 7:00 p.m. This research
methodology allowed comparing pedestrian’s behaviour for two different states of
the test equipment. The measurements were made using video cameras, located in
invisible position for pedestrians. This approach was intended to exclude the impact
of observing the behaviour of pedestrians. Our findings in this manner allowed
16 A. Sobota et al.

Table 1 Traffic congestion of vehicles and the number of pedestrians passing the crossing during
flashing green and red signal in the period with enabled and disabled countdown timers
Variables Countdown Countdown
timers timers
enabled disabled
Volume of traffic flow [cars/60 h] 5735 5752
The number of passes during the red signal 167 173
The number of passes during the flashing green signal 301 380
Source Based on [1]

200
The number of pedestrians, who enter to crosswalk
during the flashing green signal [pedestrians/60h]

180

160
Countdown on
140
Countdown off
120

100

80

60

40

20

0
(0 - 1> (1 - 2> (2 - 3> (3 - 4>
Time intervals [s]

Fig. 1 Number of entrances of pedestrians on a pedestrian crossing at a given time when

displaying the flashing green signal (Source Based on [1])

obtaining data on the size of the survey sample, and data concerning the number
and the time point where the pedestrian passes through the pedestrian crossing.
The data summarized in Table 1 shows the sample size and the number of
pedestrians passing in a given period during flashing green and red signal.
The difference between pedestrian traffic congestion on the tested crossing in a
week with disabled countdown timers was higher by 0.29 %. During the week in
which the countdown timers were disabled has been observed about 26.24 % more
of pedestrians entering the flashing green signal, while for the red signal value
increased by 3.59 %.
Additionally, in order to check the impact on the safety an analysis was made
related to the exact time of the entrance to the pedestrian crossing. Figure 1 shows
the analysis of the flashing green signal while Fig. 2 for a red signal.
Data in Fig. 1 shows that pedestrians prefer to enter the crossing during the
flashing green signal at a time when countdown timers have been disabled.
The Influence of Countdown Timers on the Traffic … 17

The number of pedestrians, who enter to crosswalk 70

60
during the red signal [pedestrians/60h]

50

40
Countdown on
Countdown off
30

20

10

0
(0 - 1>
(1 - 2>
(2 - 3>
(3 - 4>
(4 - 5>
(5 - 6>
(6 - 7>
(7 - 8>

(46 - 47>
(8 - 9>
(9 - 10>
(10 - 11>
(11 - 12>
(12 - 13>
(13 - 14>
(15 - 16>
(18 - 19>
(20 - 21>
(21 - 22>
(22 - 23>
(23 - 24>
(27 - 28>
(28 - 29>
(29 - 30>
(33 - 34>
(34 - 35>
(42 - 43>

(48 - 49>
(52 - 53>
(55 - 56>
(56 - 57>
(58 - 59>
(59 - 60>
(60 - 61>
(63 - 64>
(64 - 65>
(65 - 66>
(66 - 67>
(67 - 68>
(73 - 74>
(74 - 75>
(75 - 76>
Time interval [s]

Fig. 2 Number of entrances of pedestrians on a pedestrian crossing at a given time when

displaying the red signal (Source Based on [1])

Pedestrians knowing the additional information about the time are able to better
judge whether they manage to go through the pedestrian crossing.
In Fig. 2, two phenomena have been observed in the analysis of the behaviour of
pedestrians. For enabled countdown timers during the red signal has improved the
safety at the beginning of the signal. Pedestrians seeing a long waiting time for a
signal change did not enter the roadway in a prohibited time. The reverse situation
was observed during the approaching end of the signal. Pedestrians seeing dis-
played final seconds of red signal willingly entered on the crossing. It can be
concluded that the countdown timers enhancing safety for the initial red signal, but
significantly worsen at the end of the signal.

3 Analysis of Impact of the Application the Countdown

Timers on Vehicle Safety

To make the verification of impact of countdown timers on road traffic safety have
been made measurements on traffic congestion and the number of trips on a yellow
and a red light at enabled and disabled countdown timers. The research was con-
ducted in two periods of research—such as countdown timers’ research for
18 A. Sobota et al.

Table 2 Research sample size and number of vehicles passing the crossroads during yellow
signal and red signal in the period with enabled and disabled countdown timers
Vehicles per 60 h Countdown timers Countdown timers
enabled disabled
Sample size 32,560 32,361
The number of vehicles entering the crossroads 257 331
during red signal
The number of vehicles entering the crossroads 1856 2488
during yellow signal
Source Based on [1]
The number of vehicles, which enter to intersecƟons during the

1500
1400
1300
1200
1100
yellow signal [vehicles/60h]

1000
900
Countdown on
800
Countdown off
700
600
500
400
300
200
100
0
(0 - 1> (1 - 2> (2 - 3>
Time intervals [s]

Fig. 3 Number of entries vehicles at crossroads during the yellow signal (Source Based on [1])

pedestrians. Analyses were therefore a total of 120 h of measurement for the tested
crossroads.
Table 2 presents data on the sample size and the total number of vehicles
entering the crossroads during the red and yellow signal.
The difference between the five-day periods of research was 199 [cars/60 h]
(traffic congestion increased by 1 %, while countdown timers are enabled). It was
found that comparable research sample size allows achieving representative results
of countdown timers’ impact on the traffic safety.
The graphs in Figs. 2 and 3 show a comparison of results for the two test
periods. Have been analysed the number and the time of entry into the crossroads
while displaying yellow and red signal. Have been also performed an analysis of the
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