The increasing development of urban centers brings serious challenges for traffic management. In this paper, we introduce a smart visual sensor, developed for a pilot project taking place in the Australian city of Liverpool (NSW). The project’s aim was to design and evaluate an edge-computing device using computer vision and deep neural networks to track in real-time multi-modal transportation while ensuring citizens’ privacy. The performance of the sensor was evaluated on a town center dataset. We also introduce the interoperable Agnosticity framework designed to collect, store and access data from multiple sensors, with results from two real-world experiments.

/pdf/edge-computing-video-analytics-for-real-time-traffic-2is91k1lw7.pdf

Edge-Computing Video Analytics for Real-Time Traffic Monitoring in a Smart City

Accurate methods of counting pedestrians are needed to quantify exposure for safety analysis, rank infrastructure improvements and safety programs by priority, evaluate the benefits of pedestrian projects, develop models of pedestrian volumes, and track changes in pedestrian activity over time. However, pedestrian counts are still much less common than motor vehicle counts in most communities. In addition, existing count methodologies are not standardized and rarely provide enough information to extrapolate to weekly, monthly, or annual volumes. This exploratory study presents a methodology for estimating weekly pedestrian intersection crossing volumes based on 2-h manual counts. The methodology, implemented in Alameda County, California, involves a combination of manual and automated counts to determine weekly volumes. More than 690,000 pedestrians were counted during the 13-week study period. Manual counts were conducted at a set of 50 intersections. Automated counts from sidewalk locations in close proximity to a subset of 11 intersections were used to adjust these counts for time of day and week, surrounding land use characteristics, and weather conditions. The extrapolated pedestrian volume estimates were then used to calculate the number of reported crashes per 10 million pedestrian crossings at each of the study intersections. The results of this study demonstrate how pedestrian volumes can be routinely integrated into transportation safety and planning projects.

Methodology for Counting Pedestrians at Intersections: Use of Automated Counters to Extrapolate Weekly Volumes from Short Manual Counts

.................................................................................................................... ii Table of

Application of computer vision techniques for automated road safety analysis and traffic data collection

A framework for assessing the usage and level-of-service of rail access facilities is presented. It consists of two parts. A dynamic demand estimator allows to obtain time-dependent pedestrian origin–destination demand within walking facilities. Using that demand, a traffic assignment model describes the propagation of pedestrians through the station, providing an estimate of prevalent traffic conditions in terms of flow, walking times, speed and density. The corresponding level-of-service of the facilities can be directly obtained. The framework is discussed at the example of Lausanne railway station. For this train station, a rich set of data sources including travel surveys, pedestrian counts and trajectories has been collected in collaboration with the Swiss Federal Railways. Results show a good performance of the framework. To underline its practical applicability, a six-step planning guideline is presented that can be used to design and optimize rail access facilities for new or existing train stations. In the long term, the framework may also be used for crowd management, involving real-time monitoring and control of pedestrian flows.

/pdf/assessing-the-usage-and-level-of-service-of-pedestrian-18z4br6h54.pdf

Assessing the usage and level-of-service of pedestrian facilities in train stations: A Swiss case study

Extensive field tests of non-intrusive sensors for traffic volume, speed and classification detection were conducted under a variety of traffic composition and road width conditions. The accuracy challenges of utilizing non-intrusive sensors for traffic data collection were studied. Both fixed and portable sensors with infrared, microwave and image recognition technologies were tested. Most sensors obtained accurate or fairly accurate measurements of volume and speed, but vehicle classification counts were problematic even when classes were reduced to 3 to 5 compared to FHWA’s 13-class standard scheme.

/pdf/performance-and-challenges-in-utilizing-non-intrusive-4v1x4owg2a.pdf

Performance and Challenges in Utilizing Non-Intrusive Sensors for Traffic Data Collection

Due to the well-documented problems associated with inductive loops, most jurisdictions have replaced many intersection loops with video image vehicle detection systems (VIVDS). While VIVDS have overcome some of the problems with loops such as traffic disruption and pavement degradation, they have not been as accurate as originally anticipated. The objective of this project is to conduct evaluations of alternative detector technologies for application into the state’s traffic signal systems. The research will include investigating the available detectors that could replace loops or VIVDS through a literature search and agency contacts, followed by field and/or laboratory investigations of promising technologies. Deliverables will include a research report, a project summary report, and a detector selection guide. Findings indicate that three detectors should be considered as alternatives to VIVDS for signalized intersections – one is a radar detector and the other two are magnetic detectors. The radar detector is only for dilemma zone detection and does not cover the stop line area. The other two are point detectors, so their basic function would be for loop replacements. One is an intrusive detector, requiring a short lane closure for installation and replacement. Field testing of performance for all three detectors indicated they are worth considering as inductive loop or VIVDS replacements.

/pdf/alternative-vehicle-detection-technologies-for-traffic-3w4qflfe7t.pdf

Alternative vehicle detection technologies for traffic signal systems: technical report

This research supplemented findings of previous research projects on the topic of vehicle detection. Because improvements in performance aspects and in functionality of non-intrusive vehicle detectors continue to occur at an ever increasing pace, there were reasons to continue testing of the most viable products and determine their interface potential with other components of the Texas Department of Transportation’s (TxDOT’s) existing system. Like previous vehicle detector research, this research tested the latest and most promising non-intrusive vehicle detector technologies. The ones included in this research were: video image vehicle detection systems (VIVDS), acoustic, magnetic, inductive loops, and microwave radar. Besides evaluating detectors, the research scope also included investigating an interface with TxDOT’s current Advanced Traffic Management System (ATMS) using contact closure inputs to current Local Control Units (LCUs) for collecting vehicle count, speed, and occupancy data. Findings of this research indicate that, of the detectors tested, the following technologies appear to be most promising for freeway applications based on cost, accuracy, and ease of setup: microwave radar and magnetometers. One of the VIVDS units tested was also accurate but its cost and ease of setup were inferior to the other two. Neither of the two technologies is affected by weather and they are capable of consistently achieving 95 percent count accuracy (or better) and can detect speeds to within 5 mph of true speeds.

Investigation of Vehicle Detector Performance and ATMS Interface

The foundation for several pedestrian safety measures is reliable and accurate detection of pedestrians. The main objective of this study was to evaluate sensors for use in a pedestrian safety test bed in College Station, TX. The following sensors were installed for use in the pedestrian test bed: 1) MS SEDCO SmartWalk 1400 (curbside detection) and SmartWalk 1800 (crosswalk detection); and 2) ASIM IR 201 (curbside detection) and IR 207 (crosswalk detection). Several other sensors designed for counting pedestrians and bicyclist on trails also were evaluated: 1) Jamar Scanner, 2) TrafX Infrared Trail Counter, and 3) Diamond Traffic TTC-4420. The ASIM and MS SEDCO intersection sensors provided fair to mediocre results, with error rates ranging from 9 to 39 percent. The typical error rates were in the 20 to 30 percent range, which may not be sufficient accuracy for most pedestrian detection applications. The accuracy of the sensors appeared to be very location-specific, in that pedestrian detection can be more effective in certain situations in which the pedestrian travel area is constrained. The three trail sensors were able to accurately detect a single pedestrian at typical walking speed or a bicyclist at slow speed (5 to 10 mph). The Jamar sensor had difficulty counting bicyclists at typical bicycling speed. All three trail sensors did consistently undercount the actual ground truth counts, with the undercounting being more severe in situations with more pedestrian groups. This undercounting presents a problem on busy shared-use trails.

Testing and Evaluation of Pedestrian Sensors

This report covers the Phase A and B activities of Research Project SPR 627 for the Arizona Department of Transportation (ADOT). Phase C is planned as a separate research activity and is anticipated to begin in the near term, following the completion of Phases A and B. The need for a better valuation program for new traffic detection systems came in part from a lack of confidence in existing detectors, as well as the need for non-intrusive detectors to replace failing embedded inductive loops. The primary objectives of this research were to identify the most promising vehicle detection technologies to meet ADOT needs, to identify candidate test sites, to develop a field test evaluation plan, and to develop and deliver a detailed design of the detection testbed on the selected segment of freeway. The Texas Transportation Institute (TTI) met these objectives through an Internet and literature search, a state-of-the-practice review, a search of relevant new detector systems, and through meetings with the Technical Advisory Committee (TAC). Relying on TAC input, TTI developed first a conceptual design, followed by a detailed design and budget for a proposed test facility located on I-10 in Phoenix just west of the 16th Street interchange. Detectors selected for test in the initial period of 12-plus months during Phase C (and the technology used) are as follows: Wavetronix SS-125 (microwave radar), Sensys Networks (magnetic), Global Traffic Technologies microloops (magnetic) and Autoscope Solo Pro (video imaging). The baseline system selected for providing ground truth data is the Peek ADR-6000 using inductive signatures as its basis of detection. It is anticipated that this Phase C testing will include two summer seasons to expose selected detectors to the extreme heat and related environmental conditions found in the Phoenix. The initial cost of the testbed will include detectors sufficient to ultimately cover eight lanes in the westbound direction (currently seven lanes) and six lanes in the eastbound direction. Besides the detectors, the total cost estimate includes a 12 ft by 12 ft node building, three equipment cabinets, inductive loops for the baseline system, conduit, and boring. The total cost of the facility is estimated to be approximately $566,000.

State of the Art Evaluation of Traffic Detection and Monitoring Systems. Volume I - Phases A & B: Design

The use of video imaging vehicle detection systems (VIVDSs) in Texas has increased dramatically, primarily as a result of safety issues and costs. Nonintrusive detectors are almost always safer to install at intersections than inductive loops because of the greater separation between passing motorists and the field crews installing the detectors. Other factors that have contributed to increased VIVDS usage include the flexibility in adjusting detection zones (e.g., with lane reassignments), the ability to send an image of the traffic stream to a traffic operations center, and the lack of damage to the pavement structure (unlike inductive loops, which require a saw-cutting process that weakens the pavement). Despite these advantages, VIVDSs require additional research in some situations to ensure safe operations. The research objective is to determine how well the current video imaging systems deployed by the Texas Department of Transportation provide dilemma zone protection at high-speed signalized inters...

/pdf/evidence-of-unacceptable-video-detector-performance-for-4i8pii16zb.pdf

Evidence of Unacceptable Video Detector Performance for Dilemma Zone Protection

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