Abstract
In China, a flashing green (FG) indication of 3 s followed by a yellow (Y) indication of 3 s is commonly applied to end the green phase at signalized intersections. Stop-line crossing behavior of drivers during such a phase transition period significantly influences safety performance of signalized intersections. The objective of this study is thus to empirically analyze and model drivers’ stop-line crossing time and speed in response to the specific phase transition period of FG and Y. High-resolution trajectories for 1465 vehicles were collected at three rural high-speed intersections with a speed limit of 80 km/h and two urban intersections with a speed limit of 50 km/h in Shanghai. With the vehicle trajectory data, statistical analyses were performed to look into the general characteristics of stop-line crossing time and speed at the two types of intersections. A multinomial logit model and a multiple linear regression model were then developed to predict the stop-line crossing patterns and speeds respectively. It was found that the percentage of stop-line crossings during the Y interval is remarkably higher and the stop-line crossing time is approximately 0.7 s longer at the urban intersections, as compared with the rural intersections. In addition, approaching speed and distance to the stop-line at the onset of FG as well as area type significantly affect the percentages of stop-line crossings during the FG and Y intervals. Vehicle type and stop-line crossing pattern were found to significantly influence the stop-line crossing speed, in addition to the above factors. The red-light-running seems to occur more frequently at the large intersections with a long cycle length.
Highlights
Despite the availability of traffic control devices and traffic signal warrants in China, the lack of a universal signal timing guideline results in inappropriate or improper signal timings arbitrarily matching with different signal control devices
As shown in the figure, the means of stop-line crossing speed for the patterns of FGC, YC and RLR were very similar for both the rural intersections and the urban intersections
It was found that the ratio of RLR to STOP occurs more frequently at the large intersections. This is probably due to that, in order to avoid a long waiting time caused by the long cycle lengths adopted at the large intersections, drivers intended to run into the intersections even if they could not reach the stop-line until the start of the red signal
Summary
Despite the availability of traffic control devices and traffic signal warrants in China, the lack of a universal signal timing guideline results in inappropriate or improper signal timings arbitrarily matching with different signal control devices Among such signal control implementations by local authorities, the most widely used one is a pattern of a flashing green (FG) of 3 s, followed by a constant yellow time (Y) of 3 s and an all-red time (AR) of 1 s or 2 s. The second objective of this study is to compare the stop-line crossing behavior at two different types of intersections implemented with the specific phase transition intervals, i.e., urban intersections and rural high-speed intersections. Prediction of the stop-line crossing time and speed was performed through a multinomial logit model and a multiple linear regression model respectively
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