Transportation Systems Engineering 11.

Travel Time Data Collection

Chapter 11

Travel Time Data Collection

11.1 Introduction
Travel time can be defined as the period of time to transverse a route between any two points
of interest. It is a fundamental measure in transportation. Travel time is also one of the most
readily understood and communicated measure indices used by a wide variety of users, includ-
ing transportation engineers, planners, and consumers. Travel time data is useful for a wide
range of transportation analyses including congestion management, transportation planning,
and traveler information. Congestion management systems commonly use travel time-based
performance measures to evaluate and monitor trac congestion. In addition, some metropoli-
tan areas provide real-time travel time prediction as part of their advanced traveler information
systems (ATIS). Travel time data can be obtained through a number of methods. Some of the
methods involve direct measures of travel times along with test vehicles, license plate match-
ing technique, and ITS probe vehicles. Additionally, various sensors (e.g. inductance loop
detectors, acoustic sensors) in ITS deployment collect a large amount of trac data every day,
especially in metropolitan areas. Such data can be used for travel time estimation for extensive
applications when direct measurements of travel times are not available [19].
Travel time, or the time required to traverse a route between any two points of interest,
is a fundamental measure in transportation. Travel time is a simple concept understood and
communicated by a wide variety of applications for transportation engineers and planners.
Several data collection techniques can be used to collect travel times. These techniques are
designed to collect travel times and average speeds on designated roadway segments or links.
Following are the dierent techniques available for the travel time data collection.

Test Vehicle Techniques

License Plate Matching Techniques

ITS Probe Vehicle Techniques

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Transportation Systems Engineering 11. Travel Time Data Collection

Emerging and Non-Traditional Techniques

11.2 Test Vehicle Techniques

Travel time data using active test vehicles in combination with varying levels of instrumenta-
tion: manual (clipboard and stopwatch), an electronic distance measuring instrument (DMI), or
a global positioning system (GPS) receiver. It involves the use of data collection vehicle within
which an observer records cumulative travel time at predefined checkpoints along a travel route.
Then this information converted to travel time, speed, and delay for each segment along the
survey route. There are several dierent methods for performing this type of data collection,
depending upon the instrumentation used in the vehicle. These vehicles are instrumented and
then sent into the field for travel time data collection, they are sometimes referred to as active
test vehicles [16].

Advantages

Advanced test vehicle techniques (e.g., DMI or GPS use) result in detailed data.

Low initial cost.

Disadvantages

Sources of possible error from either human or electric sources that require adequate
quality control,

Data storage diculties.

11.3 License Plate Matching Techniques

Travel times by matching vehicle license plates between consecutive checkpoints with varying
levels of instrumentation: tape recorders, video cameras, portable computers, or automatic
license plate character recognition [16].

Advantages

Travel times from a large sample of motorists, very simple technique.

Provides a continuum of travel times during the data collection period.

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Transportation Systems Engineering 11. Travel Time Data Collection

Disadvantages

Travel time data limited to locations where observers or video cameras can be positioned;

Limited geographic coverage on a single day

Accuracy of license plate reading is an issue for manual and portable computer

11.4 ITS Probe Vehicle Techniques

Travel times using ITS components and passive probe vehicles in the trac stream equipped
with signpost-based transponders, automatic vehicle identification (AVI) transponders, ground-
based radio navigation, cellular phones, or GPS receivers [16].

Some vehicles are equipped with dynamic route guidance (DRG) device which act as roving
trac detectors, a non-infrastructure based trac monitoring system. Such vehicles, which are
participating in the trac flow and capable of determining experienced trac conditions and
transmitting these to a trac center, are called probe vehicles. To determine its position and
to register experienced trac conditions, a probe vehicle is equipped with on-board electronics,
such as a location and a communication device. By means of the location device, the probe
vehicle keeps track of its own geographic position [16].

Through the communication device, the probe vehicle transmits its trac experiences via a
mobile communication link to a trac center. For instance, each probe can transmit trac
messages once every time interval containing its location and its speed at the instant of trans-
mission. In this trac center the trac data received from probe vehicles is gathered, and
combined with data from the other monitoring sources, and processed into relevant trac in-
formation. It is very useful for Advanced Traveler Information system (ATIS).

Advantages

Low cost per unit of data

Continuous data collection

Automated data collection

Data are in electronic format

No disruption of trac

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Transportation Systems Engineering 11. Travel Time Data Collection
Location Antenna
Signalpost
I.D

Central Computer
Signalpost
Transmitter

Vehicle Location
Unit Radio Signal I.D, Bus I.D,
Antenna Odometer Reading
SignpostBus Communication Link Time/Date Stamp

Radio
Transmitter

BusComputer Center Communication Link

Figure 11:1: Signpost-Based AVL Communication Processes, Source: Travel Time Detection
Hand Book, [16]

Disadvantages

High implementation cost

Fixed infrastructure constraints - Coverage area, including locations of antenna

Requires skilled software

Not recommended for small scale data collection eorts

ITS probe vehicle data collection systems

1. Signpost-Based Automatic Vehicle Location (AVL) - This technique has mostly

been used by transit agencies. Probe vehicles communicate with transmitters mounted
on existing signpost structures shown in Fig. 11:1 [16].

2. Automatic Vehicle Identification (AVI) - Probe vehicles are equipped with electronic
tags. These tags communicate with roadside transceivers to identify unique vehicles shown
in Fig. 11:2 and collect travel times between transceivers [16].

3. Ground-Based Radio Navigation - It is used for transit or commercial fleet manage-

ment, this system is similar to the global positioning system (GPS). Data are collected
by communication between probe vehicles and a radio tower infrastructure as shown in
Fig. 11:3 [16].

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Transportation Systems Engineering 11. Travel Time Data Collection

Central Computer
Toll Plaza, Sign Bridge, Overpass, or Gantry
Tag I.D. #,
Time Stamp Antenna
Date Stamp, Transceiver
Antenna I.D. Reader
Unit AVI tag
Leased Phone Lines #
.D.
Tag I
Reader
Unit
Antenna Spacing
Varies, Typically
Tag I.D. # 25 km
Coaxial Cable,
Radio Wave, or
Microwave

Figure 11:2: AVI Vehicle-to-Roadside Communication Process, Source: Travel Time Detection
Hand Book, [16]

Central Computer
Vehicle Location Vehicle I.D.
Request Time Stamp

Vehicle I.D.
Time Stamp
Vehicle I.D.
Time Stamp
Vehicle I.D.
Time Stamp
GroundBased
Radio Tower

Vehicle Location Unit

Figure 11:3: Ground-Based Radio Navigation Communication Process, Source: Travel Time
Detection Hand Book, [16]

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Transportation Systems Engineering 11. Travel Time Data Collection

11.5 Cellular Geo-location

This experimental technology can collect travel time data by discretely tracking cellular tele-
phone call transmissions. Cellular telephones are also useful to collect travel time data. Two
techniques have been applied using cellular technology: cellular telephone reporting and cellular
geolocating [16].

11.5.1 Cellular Telephone Reporting

An operator at the central control facility records each drivers identification, location, and time,
by monitoring the time between successive telephone calls, travel time or travel speed between
reporting locations are determined. It is useful for assessment of current trac conditions and
for collecting travel time data during delays or accidents. The cellular telephone reporting
method is recommended for short-term studies with low accuracy requirements.

11.5.2 Cellular Geolocation

The cellular geolocating methodology discreetly tracks cellular telephone calls to collect travel
time data and monitor freeway conditions. This technique utilizes an existing cellular telephone
network, vehicle locating devices, and a central control facility to collect travel time data. All
vehicles equipped with cellular telephones are potential probe vehicles. The system automati-
cally detects cellular telephone call initiations and locates the respective probe vehicle within
a few seconds.

Advantages

Driver recruitment not necessary

No in-vehicle equipment to install

Large potential sample

Disadvantages

Low accuracy

Privacy issues

Infrastructure dependent

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Transportation Systems Engineering 11. Travel Time Data Collection

11.6 Emerging and Non-Traditional Techniques

Emerging or non-traditional techniques are based on using point vehicle detection equipment,
such as inductance loop detectors or video cameras. Travel time estimation algorithms have
been developed based upon measurable point parameters such as volume, lane occupancy, or
vehicle headways. Image matching algorithms are used to match vehicle images or signatures
captured at two consecutive observation points. Following are some of the methods used in
emerging techniques [16].

11.6.1 Extrapolation Method

Estimates average travel time by spot speeds, applied for short roadway segments between de-
tection devices. It is more suitable for low accuracy application. The most accurate method to
measure vehicle speed with loop detectors is to place two detectors in series, which is referred to
as speed trap or loop trap. The accuracy of inductance loop speed traps is dependent upon
the trap length, inductance loop wire type, and consistency in design. Many inductance loop
detectors are single loops; primary application is to collect vehicle counts and lane occupancy.
Many research attempts have been made to utilize speed-flow relationships to estimate vehicle
speeds from single loop detectors. The following 11.1 and 11.2 equations have been used to
estimate spot speeds from single loop detectors [16].

volume
Spotspeed = (11.1)
laneoccupancy g
where,
g = speed correction factor (based upon assumed vehicle length, detector configuration, and
trac conditions).
LinkLengthinkm sec
T raveltime = km
3600 (11.2)
Spotspeedin hr hr

11.6.2 Vehicle Signature Matching

Calculates travel time by matching unique vehicle signatures between sequential observation
points. These methods can utilize a number of point detectors such as inductance loop detec-
tors, weigh-in motion sensors, video cameras, and laser scanning detectors. Vehicle signatures
between two consecutive locations to provide a link based travel time and speed. It provides
alternative to ITS probe vehicle based on travel time measurement, in which a probe vehicle is
identified and matched between two locations using a unique identification number.

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Transportation Systems Engineering 11. Travel Time Data Collection

Vehicle signature matching had been investigated using a number of dierent point detection
devices, mostly with inductance loop detectors. Several algorithms are available to capture
vehicle signatures from a loop detector frequency detuning curve. Dierent types and classes of
vehicles provide dierent types of signatures. The unique features of a vehicle signature are then
compared to signatures within a given time frame at a downstream location. The signature is
matched when a large number of feature correlations have been found within vehicle signatures
at the downstream location. The vehicle signature matching technique does not match every
vehicle signature captured, but potentially match a large enough percentage as to be significant
[16].

11.7 Summary
Detailed travel time estimation by dierent techniques has been discussed in this chapter. Also
travel time estimation by vehicle technology and emerging techniques such as vehicle signature
have also been discussed in this chapter.

11.8 References
1. Texas Transportation Institute, Texas A and M University System. Travel Time Data
Collection Handbook,Report FHWA-PL-98-035, 1998.

2. Trac Detector Handbook. Third Edition Volume II, Publication No.FHWA-HRT-06-139

October 2006., 2006.

3. Final Report of Evaluation of Freeway Travel Time Estimates. Castle Rock Consultants
Inc, Portland State University, 2019.

4. Manual on Uniform Trac Control Devices. Federal Highway Administration, U.S.

Department of Transportation, Washington, D.C., 2019.

5. B Coifman. Length based vehicle classification on freeways from single loop Detectors. al
University Transportation Center Final Report, 2009.

6. G C de Silva. Automation of Trac Flow Measurement Using Video Images. Thesis

Report, University of Moratuwa, 2001.

7. S Ding. Freeway Travel Time Estimation using Limited Loop Data. Master Thesis, The
University of Akron, 2008.

Dr. Tom V. Mathew, IIT Bombay 11.8 February 19, 2014

Transportation Systems Engineering 11. Travel Time Data Collection

8. M L Y Elena and L A Klein. Summary of vehicle detection and surveillance technologies

used in intelligent transportation systems. FHWA Report, New Mexico State University
and VDC Project Consultant, 2000.

9. A Faghri and K Hamad. Applications of GPS in Trac Management. 2002.

10. L Guillaume. Road Trac Data: Collection Methods and Applications. JRC Technical
note 47967, 2008.

11. U Leeds. Collection Methods for Additional Data, IMAGINE project no. 503549. Insti-
tute for Transport Studies, University of Leeds, United Kingdom, 2006.

12. P T Martin, Y Feng, and X Wang. Detector Technology Evaluation. Department of Civil
and Environmental Engineering, Utah Trac Lab, 2003.

13. S T Mohammad. Vehicle re-identification Based on Inductance Signature Matching.

Master thesis, University of Toronto, 2011.

14. N Nihan, X Zhang, and Y Wang. Improved System for Collecting Real-Time Truck Data
from Dual Loop Detectors. Transportation Northwest, 2005.

15. S G Ritchie S Park and O Cheol. Field Investigation of Advanced Vehicle Re-identification
Techniques and Detector. California PATH Research Report, 2002.

16. A Parsekar. Blind Deconvolution of Vehicle Inductive Signatures for Travel Time Estima-
tion. Master thesis, Department of Computer Science, University of Minnesota Duluth,
Duluth, Minnesota -55812, 2004.

17. C Ulberg. Vehicle occupancy forecasting, Technical Report. Washington State De-
partment of Transportation Technical, Graduate School of Public Aairs University of
Washington Seattle, Washington 98105, 1994.

18. J Xia and M Chen. Freeway Travel Time Forecasting Under Incident. Final Report,
Southeastern Transportation Center, Department of Civil Engineering, University of Ken-
tucky, Lexington, KY 40506, 2007.

19. B Young and M Saito. Automated Delay Estimation at Signalized Intersections. Research
Division, 2011.

20. Y Zhirui. Speed estimation using single loop detector outputs. Some studies, Ph.D thesis,
Department of CIVIL Engineering, Texas A and M University, 2007.

Dr. Tom V. Mathew, IIT Bombay 11.9 February 19, 2014