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Measuring Traffic Congestion with Taxi GPS Data and Travel Time Index
1
Shenzhen Graduate School, Peking University, Building E Room 216 University
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2
Shenzhen Graduate School, Peking University, Building E Room 326, University
Town, Lishui Road, Nanshan District, Shenzhen 518055.
E-mail: yangjw@pkusz.edu.cn
3
College of Civil Engineering, Hunan University, Building 8 Room 552 Dezhiyuan
Dormitory, Yuelu Mountain, Changsha, Hunan Province 410082.
Abstract
In an era of increasing urban traffic congestion, cities in China still lack a
comparable congestion indicator. Aiming to fill this gap, we computed the travel
time index (TTI) with taxi GPS data. Our TTI is the ratio of the travel time during
the period of interest to the travel time during free-flow conditions. Using Shenzhen
as the case study, we computed road level TTI for nearly 10,000 roads. The GPS
data, which tracks the movement of 13,798 taxies, are processed in a PostgreSQL
database. Our method can measure urban transportation congestion with
fine-grained spatial and temporal accuracy, and has the potential to be used in other
cities.
Keywords: Traffic congestion; Travel time index; Taxi GPS data; PostgreSQL
INTRODUCTION
Fast urbanization and motorization in China has brought severe traffic
congestion in the megacities. For example, in 2008 in Beijing, the estimated cost
caused by traffic delay was about 45.4-65.3 billion Yuan, with about 4 billion Yuan
for the cost of fuel consumption. Congestion-relevant hydrocarbon and carbon
monoxide emissions are 563 tons and 3,260 tons, respectively. The total social cost
is as high as 50 to 250 billion Yuan, accounting for 2.5 to 5% of Beijing's GDP (Xie
et al.,2011). In addition, traffic congestion increases residents’ anxiety, changes
their travel plans, and reduces business operational efficiency, which eventually
negatively affects employment and business opportunities (Zhu et al., 2006). As a
result, various city governments have acted to ease traffic congestion.
Understanding where and when congestion happens, and at what level,
should preclude strategies for congestion mitigation. Congestion indicators with
high spatial and temporal accuracy are thus desirable for informing policy-making.
While big cities have begun to measure their own road congestion, the employed
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LITERATURE REVIEW
Developed countries, such as the USA, Japan, and those in Western Europe,
have developed various indicators to measure congestion levels, partially because
of their stage of motorization. Those indicators are computed based on traffic
speed, traffic density, traveling time, and so on. For example, 35 cities in
California used lane kilometer duration index (LKDI) to assess periodic traffic
congestion. INRIX index, which is widely used in European countries, measures
traffic congestion based on the ratio of the expected speed to the actual speed at
the road level. It uses road length as a weighting factor when aggregating the
congestion indicator for the whole road network (Zheng et al., 2014). Lindley
optimized the parameter of the congestion index according to the different
characteristics of roads and urban areas and named the indicator Congestion
Severity Index (CSI) (Lindley, 1987). CSI, defined as the total delay time per
million vehicle kilometers of travel, reflects the relative congestion level at a
macroscopic scale. Later, the U.S. Federal Highway Administration (FHWA)
adopted CSI as an indicator of congestion level in its traffic monitoring system
report. In 1994, the Texas Transportation Institute proposed the Road Congestion
Index (RCI) as a measure for congestion levels of urban traffic.RCI is defined as
the weighted average of the daily traffic volume per kilometer of different road
classes (e.g. expressway and truck road). Daily traffic volume per kilometer is the
ratio of the vehicle miles of travel (VMT) to the total lane-miles. The RCI method
actually measures traffic intensity. It does not accurately describe the levels of
congestion. For now, Texas Transportation Institute has switched to using travel
time index (TTI) as its congestion indicator (Schrank et al., 2012). This switch
reflects the advantage of travel time- or speed-based measures: they are much
easier to understand (Quiroga, 2000).
Congested cities in China, such as Beijing, Guangzhou and Shanghai, have
developed their own congestion evaluation framework. For example, in Beijing, a
congested road is defined as a road where motorized traffic speed is under a
certain value. City-wide congestion is measured by the city-wide average speed,
which is weighted by VKT on each road (Zheng et al., 2014). This method is easy
to operate, but it is not as accurate, as speed not only reflects congestion, but also
the facility condition. Shanghai uses traffic speed and volume-to-capacity-ratio to
compute their congestion indicator. It is not easy to execute, as parameters for
road capacity can be easily challenged (Wei, 2002). Because of these differences,
congestion indicators in Beijing and Shanghai are not comparable. It is unknown
as to which city is more congested, even though they both publish congestion
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indicators. We propose that TTI has the potential to fill this gap.
ratio of the travel time during the period of interest to the travel time during
free-flow conditions. The bigger the ratio, the more congested the road. For
example, if a road's TTI for a period of time is 1.2, it suggests a travel time 20%
longer than during free-flow conditions. The formula for the TTI calculation is
shown in Equation 1.
TTI = = = (1)
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traffic information (Shan et al., 2014). The taxi GPS data used in this paper
provides the necessary information for TTI calculations. By the ordinance of the
Shenzhen City Government, all of the 13,798 taxies in the city are equipped with a
GPS unit and a communicative device. The device sends the taxi’s location
information, (in longitude and latitude coordinates), with a time stamp to a
centralized data server on an interval of 30 seconds. For the purpose of our
research, we use a subset of this dataset, which starts on April 18, 2011 and ends
on April 25, 2011.
The data table includes nearly 20 million records. Every record shows the
location of a particular taxi at a specific point in time. Columns in the data table
include: vehicle plate number, data transmission time, longitude, latitude, vehicle
status, vehicle speed, and driving direction. The status column has two values: 1
or 0. The status value is 1 when there is passenger inside and 0 when there is no
passenger. The raw data comes in a CSV format. Due to the massive size of the
dataset, we use the open source enterprise database management system,
PostgreSQL, for data processing.
The road network we used in our research is a GIS vector file, composed
of 19,706 segments (polylines). Every road has three attributes: serial number,
name, and type. Road types are divided into expressways, arterials, and local
streets. In order to measure congestion level by road, it needs to be determined
whether a taxi was driving on a certain road during a period of interest. We could
do this with ArcGIS, but the size of the taxi dataset makes it impossible, so we
have to load the road file into PostgreSQL too. PostgreSQL has its own spatial
extension, PostGIS, which helps to manage the spatial data and process spatial
queries. The framework of spatial data processing is shown in Figure 1. When
identifying all GPS points associated with each road segment, we have to assume
that a GPS point falling within a distance of half of the road width to the road
centerline is on the road.
Taxi spatial data (SQL format) Road network spatial data (SQL format)
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Figures 2 and 3 are computed based on data points of April.19th, 2011, which is
1
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Figure 2(b)
2 suggestts that any one
o of the four
f subsets of the dataa can be
useed to estimaate the hou urly traffic speed
s on thhe Beihua E Expressway,, as the
nonn-load and with-load
w taxxi will perforrm the same, and a taxi seldom stopps on the
lim
mited access road
r to pick up or drop off a passennger. Lishui Road
R (Figurre 4) is a
locaal road on thhe north sidee of Shenzheen’s Universsity Town. TThis road hass almost
no traffic. Thee speed pro ofile shows almost no hourly flucctuation. The speed
diffference amo ong the fou ur subsets of the data confirms ouur early connceptual
undderstanding. Non-load taxi withh standing points (sspeed=0) tend t to
undderestimate speed
s and looaded taxi wwithout standding points ttend to overeestimate
speeed. The grroup of noon-load taxii without standings points also teends to
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oveer-estimate speed as it exxcludes the ttaxi points att the red lighht.
Liuxiann Avenue (F Figure 3) haas very diffferent speedd profiles when
w the
trafffic speed is calculated with
w four diifferent subssets of data, which sugggests the
impportance to eliminate
e thee non-load ttaxi. The nonn-load taxi ((with or withhout the
stannding momeent) reachess lowest traaffic speed in the earlyy morning. Such a
pheenomena cannnot be expplained by traffic t congeestion, but by the behaavior of
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drivvers of the non-load taaxi. They ooften wait for f passengeers at the entrye of
hosspitals, hotells or condoss. Cruising oon the streett in early mornings
m really does
not increase thee chance of getting a paassenger; it juust wastes ggasoline. In contrast,
c
the speed of with-load
w taxxies is close to 20kph frrom 1:00 am m to 7:00 amm in the
morrning, whilee it falls to 10kph at 9:000 am, whicch is consistent with th he actual
trafffic conditionn: Liuxian Avenue
A is coongested at rush
r hour. TThe speed proofile for
Liuuxian Avenu ue also indiicates the im mportance ofo keeping the data pooints of
stattionary mom ments for taxxies with passsengers. If those data points
p are exxcluded,
the estimated traffic
t speedd has almostt no fluctuattion from 8::00 am to 8:00 pm,
whiich does nott reflect actuual traffic conditions. The
T subset oof the loadedd taxies,
therrefore, proviides the mosst reasonablee estimate off traffic speeds.
TTTI Estimation
Using thhe data of thhe with-loadd taxies, we calculate freee-flow speeed as the
aveerage speed ofo all taxi GPS
G point froom 12:00 am m to 7:00 amm. For any period
p of
inteerest, we calculate its traaffic speed aas the averagge speed of aall relevant taaxi GPS
poinnts. We can then calculaate TTI for eevery road as a the ratio of
o these two speeds,
by hour. Figuree (5) shows hourly
h TTI vvalues for thhe above-meentioned threee roads,
fromm 7:00 am too 11:00 pm.
F
Figure 5. TT
TI values by
y hour
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jam
ms. Our classsification method
m and cutting-off
c of
o points foor each classs comes
from
m the transsport comm missions of the Shenzh hen city goovernment and a the
Guaangzhou citty governmeent. Figure 6 shows visuals v of thhe traffic sccenarios
assoociated withh each class (Transporrt Commissiion of Shennzhen Muniicipality,
20112). Figure 5 shows thaat Lishui Rooad is never congested. The compuuted TTI
valuue can run slightly
s beloow one becauuse the free-flow speed during the daytime
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can
n be slightly higher than that at nighht. Beihuan expressway
e aand Liuxian Avenue
havve traffic jam
ms during soome time peeriods of thee day. The trraffic congeestion of
Beiihuan Expreessway main nly occurs dduring the ruush hours. ByB contrast, Liuxian
Aveenue's condiition is morre complex. Its TTI value peaks at 1:00 pm, which w is
cau
used by the many
m trips too the stores and
a restauran nts at noon.
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7
Figure 7(b).
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Figure 7(aa). Expressw
Arterial
Figure 8 shows the proportions of road lenggth by congeestion level for f three
types of roads during
d mornning rush hour. More thaan half of thhe expresswaays have
freee flow or sm mooth traffi
fic and 33% % has congested traffic. The propo ortion of
arteerials with congested traaffic is 6 poiints higher thhan for exprressways, inndicating
a worse
w conditiion. As for local streets, more than half of them m have free flow or
smoooth traffic,, and the proportion
p o road len
of ngth with free
f flow trraffic is
partticularly higgh, (almost 41%). This is likely beecause mostt local streeets serve
resiidents’ daily lives, and are
a generally not used forr commutingg.
Figgure 8. Prop
portion of rooad length by
b traffic in
ntensity
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Fig
gure 9. Trafffic intensityy in peak an
nd non-peak
k hours
COONCLUSION
The avaailability of taxi-GPS
t datta provides the
t opportunnity to measuure road
conngestion witth a high sppatial and ttemporal acccuracy. Thee amount of o taxies
drivving on urbaan streets onn a daily baasis ensures the statisticaal robustnesss of the
calcculated indicator. Givenn the availaability of thiis data in many
m other Chinese
cities, the sam
me TTI meassure can be used in diffferent citiess, which sugggests a
conngestion indiicator systemm that is com
mparable among the diffe ferent cities in
i China.
TTII is also used in otheer countries. For exam mple, Texas Transport Institute
I
commputes TTI for all majoor USA metropolitan arreas. China’’s urban conngestion
meaasured by TT TI can then beb comparedd with cities in other couuntries.
RE
EFERENCE
ES
ndley, J. A. (1987).
Lin ( "Urbban freewayy congestionn: quantificattion of the problem
p
andd effectiveneess of potentiial solutions." ITE jourrnal, 57(1), 227-32.
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Shan, Z., Wang, Y., and Zhu, Q. (2014). "Feasibility study of urban road traffic
state estimation based on taxi GPS data." In Intelligent Transportation Systems
(ITSC), 2014 IEEE 17th International Conference on IEEE.
Wei, Z.(2002). "Shanghai use traffic index to evaluate traffic state." Shanghai
Environmental Sciences,9,556.
Xie, X., Zhang, S., Yi, R., Wu, D., and Huand, D. (2011). "The Social cost of
transportation congestion in Beijing." China Population, Resources and
Environment,21(1),28-32.
Zhong, T., Xu, B., and Wolfson, O. (2008). "Disseminating real-time traffic
information in vehicular ad-hoc networks. " In Intelligent Vehicles Symposium,
2008 IEEE (pp. 1056-1061). IEEE.
Zhu, F., Wang, X., and Deng, W. (2006). "Research of urban traffic congestion
evaluation system."(Doctoral dissertation, Nanjing: Dongnan University).
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