Intersections are considered as the most critical parts of the Bus Rapid Transit (BRT) system. Transitsignalpriority is one of the efficient solutions to reduce BRT fleet delays at intersections. The aim of this study is to propose a new algorithm to decrease the BRT fleet delays at actuated intersections, while reducing the negative impacts on different approaches. The adaptive strategy is applied in this study. In the proposed algorithm, named TSPAT (TransitSignalPriority for Actuated Timing), intersection phasing is rescheduled, based on traffic conditions such as phase conditions at the time of bus arrival, the queue length of other approaches, and prioritization record in a specific time length. To assess the merits of the proposed algorithm, a before-after study is executed by applying VISSIM traffic simulation software for an actuated intersection in Isfahan city, Iran. The simulation results show that by applying the algorithm, the average delay of BRT fleets is declined by 21 % and 51% in peak and off-peak hours, respectively. Furthermore, the average speed of BRT fleets is increased by 26% and 78%, during peak and off-peak hours, respectively. The utilization of TSPAT algorithm can improve the desirability of the public transportation system along the BRT routes.
This paper presents a transitsignalpriority (TSP) model designed to benefit both bus riders and passenger-car users. Most of conventional priority methods are applied at the isolated intersection. However, this kind of control strategies may failed to reduce the travel time since the prioritized buses have to stop at the downstream intersections. Therefore, along the line of headway-based research, this study intends to develop a new TSP control approach with the concerns of bus passenger delay on the entire arterial. Moreover, a basic method for queue length estimation is presented to evaluate the impacts of TSP control on passenger cars. The control objective is to minimize bus passenger waiting time at the downstream bus stop, simultaneously ensuring the total person delay of entire intersection is not increased. Using the microscopic simulation, the proposed strategy has shown its benefits in reducing bus passenger waiting time and total intersection delay.
• Transitsignalpriority(TSP) is an operational
strategy that facilitates the movement of transit vehicles (usually those in-service), either buses or streetcars, through traffic- signal controlled intersections.
Transitsignalpriority (TSP) can reduce transit delay at signalized intersections by making phasing adjustments. TSP is a relatively inexpensive and easy to implement tool to make transit service faster and more reliable. TSP also sends a signal that a city or region encourages the growth of transit mode split. With the aim of assessing the performance of an existing TSP system, this study had access to a unique set of high-resolution bus and traffic signal data. Novel algorithms and performance measures to measure TSP performance are proposed. Results indicate that a timely and effective TSP system requires a high degree of sophistication, monitoring and maintenance. Empirical data suggest that most TSP phase adjustments were granted within the same cycle when buses request priority but that only a small proportion resulted in reduced delay. In this study, many green extension (GE) phases were granted late making them less effective than early (EG) signal phases. Despite this, the TSP system did not increase delays for passengers and vehicles when side street traffic is considered.
A queue jumper lane is a special bus preferential treatment that combines a short stretch of a special lane with a transitsignalpriority (TSP) to allow buses to bypass waiting queues of traffic and then to cut out in front of the queue by getting an early green signal. This paper first proposes a signal control design for queue jumper lanes with actuated TSP strategies and then compares its performance with that of the general actuated mixed-lane TSP. Different design alternatives were evaluated in the VISSIM microscopic simulation. The results show that the proposed TSP with queue jumper lanes can reduce more bus delays than can the commonly-used mixed-lane TSP, especially under high traffic volume conditions. It was also found that a near- side bus stop is superior to the far-side counterpart in terms of both bus delay and overall intersection delay for the proposed design.
Three safe-zones are chosen; The International Convention Center to the north, The Ronald Reagan Trade Center to the west, and I-395 northbound to the east; where evacuees can seek assistance at other facilities further away. These safe-zones are delineated by shaded boxes with dark outline in Figure 5: Emergency evacuation scenario. By 17:20, thirty minutes after the explosion, it is assumed that police have arrived outside of the contaminated area and have closed all roads leading into this region. No additional background traffic will enter the study area from this point on. Meanwhile, the incident commander has called for additional resources (buses) to assist with the evacuation of non-critical victims (walking wounded) at the explosion site. The evacuation of this population is vital; therefore any on-hand hazmat suits will be used by medical staff running the evacuation buses. The number and arrival time of these buses is unknown and therefore is modelled using headways. Because the transitsignalpriority logic is dependent upon headway, a variety of headway scenarios must be tested. These test scenario headways vary (20 minutes, 15 minutes, 10 minutes, 5 minutes, and 2 minutes) in order to cover a wide range of realistic outcomes. All other routes remain on their normal schedules, as long as they do not pass through the evacuation area. The only buses which operate within the fallout region are the 901 and 905, which are driven by hazmat-equipped medical personnel and operate on the specified headways.
Active transitsignalpriority (TSP) is a useful tool to remove or minimize control delay for buses at signalized intersections and consequently improve the performance of bus service. Conditional TSP has been proofed to be an effective measure with fewer impacts to non-prioritized traffic, and aroused increasingly research interests and implementation in European and North American cities nowadays. However, the implementation of conditional TSP requires a sophisticated mechanism for examining the schedule deviation of priority required buses, as well as scanning traffic operational conditions at network level. By contrast, unconditional TSP is a less costly and easier measure for implementation, because it gives priority to every required bus without considering its schedule deviation. The critical argument on unconditional TSP is its adverse impacts to non-prioritized traffic, particularly during peak hours. To determine the threshold for implementing unconditional TSP, in this paper, theoretical analysis based on signal display graphs of differential TSP granting strategies was undertaken to estimate delay savings and increments for prioritized and non- prioritized approaches respectively. In the next step, Dalian BRT line was taken as an example to verify the feasibility of unconditional TSP based on the proposed theory. Results show that unconditional TSP is feasible during off-peak hours, while for peak hours, feasibility of unconditional TSP mainly depended on the traffic volume of each approach.
This Book is brought to you for free and open access. It has been accepted for inclusion in TREC Friday Seminar Series by an authorized administrator of PDXScholar. For more information, please contact email@example.com .
Furth, Peter G., "Self-Organizing Signals: A Better Framework for TransitSignalPriority" (2015). TREC Friday Seminar Series. Book 55.
This study proposes a process of priority plan re-development. The motivation is to ensure the earlier detection of transit vehicles and thus to enable more flexible actions and signal timing adjustments. Figure 6 reclassifies the observed bus delay time reductions by the transit approach length: the approaches longer than 250 meters and the approaches shorter than or equal to 250 meters. As shown in the graphs, the performance of the active TSP clearly deteriorates in the longer (>250 metres) approach. The averaged bus delay time decreased by 24.33% over the base case in the shorter approaches (≤250 metres), as opposed to 15.12% reduction in the longer approaches. On the other hand, the proposed TSP control provided even more benefit in terms of the bus delay reduction in the longer transit approaches. Achieved bus delay reduction is 46.15% in the shorter approaches, as opposed to 53.12% in the longer bus approaches. These results indicate the effectiveness of the priority plan re-development.
Economic Analysis. It is strongly recommended that an economic analysis be
performed prior to transitpriority deployment to identify and estimate the fixed and recurring costs associated with priority investments. Recurring costs should include, for example, costs of an equipment maintenance agreement, as described below. ITS projects such as transitpriority typically may have a short service life, lower upfront investment costs, and higher operating costs than traditional physical infrastructure projects. Since the cash flow profiles of ITS and traditional investments are radically different and the time value of money for ITS invest- ments may not be that important, it has been argued that traditional benefit-cost analysis may not be appropriate and that a multi-criteria analysis approach should be used (Leviakangas and Lahesmaa 2002). It is suggested that life-cycle cost analysis be employed and an attempt be made to look at all life-cycle capital and operational costs within a larger economic analysis framework.
On the other hand, studies on schedule-based TSP models and algorithms remain very sparse. Ma, et al.  is one of the few studies attempted to find the best timing for minimizing schedule deviations over several intersections. The priority strategies devised in the study allow not only decreasing but also increase bus delay at a specific intersection to achieve final on time arrival at the last intersection. Ghanim and Abu- Lebdeh  included the schedule deviation formulation in a second-order objective function and applied GA algorithms to find optimal split, cycle length and offset for a signal arterial. Wadjas and Furth  developed a signal control algorithm that controls several intersections simultaneously to give signalpriority for a light rail line, and the objective was to reduce crowding of on-board passenger and to improve its schedule regularity.
• Communications box (C-box) with router at intersections
– IDOT / Local DOT Traffic Signal Controllers
• Mix of Econolite / Eagle Controllers
• Many closed-loop signal systems (non-centralized); dial-up communications to master controllers
Abstract—Due to heterogeneous traffic conditions prevailing in India and large size of buses compared to other vehicles buses cause delay and inconvenience which makes bus transit less appealing to passengers. India has a large number of increasing vehicles as the increasing number of middle class can now afford to buy the vehicles. From past a few years we got see as many transit options Technologies. At many oversaturated signalized/unsignalized intersections due to absence of prioritysignal for transit both normal heterogeneous traffic as well as transit vehicles have to face travel time delay in peak hours. Thus in this a review has been prepared for Ahmedabad traffic, and what role RFID has to play in signalpriority for BRT.
Many big cities are progressively implementing transit friendly corridors especially in urban areas where traffic may be increasing at an alarming rate. Over the years, TransitSignalPriority (TSP) has proven to be very effective in creating transit friendly corridors with its ability to improve transit vehicle travel time, serviceability and reliability. TSP as part of Transit Oriented Development (TOD) is associated with great benefits to community liveability including less environmental impacts, reduced traffic congestions, fewer vehicular accidents and shorter travel times among others.This research have therefore analysed the impact of TSP on bus travel times, late bus recovery at bus stop level, delay (on mainline and side street) and Level of Service (LOS) at intersection level on selected corridors and intersections in Nashville Tennessee; to solve the problem of transit vehicle delay as a result of high traffic congestion in Nashville metropolitan areas. This study also developed a flow-delay model to predict delay per vehicle for a lane group under interrupted flow conditions and compared some measure of effectiveness (MOE) before and after TSP. Unconditional green extension and red truncation active priority strategies were developed via Vehicle Actuated Programing (VAP) language which was tied to VISSIM signal controller to execute priority for transit vehicles approaching the traffic signal at 75m away from the stop line. The findings from this study indicated that TSP will recover bus lateness at bus stops 25.21% to 43.1% on the average, improve bus travel time by 5.1% to 10%, increase side street delay by 15.9%, and favour other vehicles using the priority approach by 5.8% and 11.6% in travel time and delay reduction respectively. Findings also indicated that TSP may not affect LOS under low to medium traffic condition but LOS may increase under high traffic condition
Smith, H. R., B. Hemily, and M. Ivanovic (2005, May). Transitsignalpriority (TSP): A planning and implementation handbook. 1100 17th Street, NW, 12th Floor Wash- ington, DC 20036 USA 1200 New Jersey Avenue, SE Washington, DC 20590 USA: ITS America and Department of Transportation.
This new formula funding program provides funding for services that are developed beyond that required by ADA to assist persons with disabilities. Sixty percent of the apportionment under the program will be allocated directly to large urbanized areas (over 200,000 population), and the remaining 40 percent will be allocated to states for use in urbanized areas of less than 200,000 population and in rural areas. Labor protection provisions (Section 13c) do not apply to this program. In Florida, FDOT applies for program funds for areas under 200,000 in population and administers this grant program. Coordination with the Commission for the Transportation Disadvantaged is required. In order to be eligible to receive New Freedom funds, a local area must develop a Coordinated Public Transit-Human Services Transportation Plan (in most areas, the Transportation Disadvantaged Service Plan will meet the requirements for this document). The recipient must also develop a Program Management Plan.
TEN-T Program is composed of the projects realized on priority corridors in roads, railways and airways which have been developed for establishing transport connections and consolidating current lines in order to ensure economic growth and sustainability in European Union member states. The TEN-T strategy primarily focuses on integrating Eastern and Western EU member states in accordance with the EU enlargement policy. The Trans Eu- ropean Transport Networks will be developed to include the countries that have relations with the EU within the scope of the neighborhood policy following the completion of central network connectivity by 2030.