Systemwide intersectional signal timing optimization simultaneously minimizing vehicle and pedestrain delays

The ever-growing traffic volume especially in urban areas stretches the transportation system to be operated at near or exceeding capacity and causes congestion. Expanding system capacity and effectively utilizing available capacity could help reduce traffic congestion. In most of cases, adding extra travel lanes in dense urban street networks is not feasible any more due to land scarcity. This study introduces a new method for signal timing optimization that is carried out by adjusting green splits of AM peak, PM peak, and rest of the day timing plans for each signalized intersection in the network without changing the existing cycle lengths and signal coordination to minimize total vehicle and pedestrian delays per cycle. The proposed method contains a basic model that handles vehicle delays only and an enhanced model that simultaneously addresses vehicle and pedestrian delays using two different pedestrian delay estimation methods. Both models are incorporated into an agent-based regional travel demand forecasting tool for detailed traffic assignments using data on Chicago regional travel demand, traffic counts, geometric designs, and signal timing plans for major intersections in the Chicago Central Business District (CBD) street network. The computational experiment reveals that vehicle delays in the CBD area could reduce by 10 percent when only considering vehicle delays and 5 percent when simultaneously considering vehicle and pedestrian delays for signal timing optimization.;Considering the intersections safety analysis, it has been found that signals timing optimization in all four areas combined without considering pedestrian delays decreased different crash types under various severities for multiple vehicle collisions as well as vehicle-pedestrian ones. Taking care of both vehicles and pedestrians delay simultaneously, using HCM method, just a very few situations represent slight increases in crash frequencies and all other cases indicate crash reductions. Compared with the sensitivity analysis results using the HCM method for calculating pedestrian delays in the enhanced model applications, the Levinson method produces different results even though crash frequency reduction trends are almost the same as HCM method results.