DRIVER’S REACTION TO THE TRAFFIC LIGHTS USED AT INTERSECTIONS AND INNOVATIVE APPROACHES

ABSTRACT

Traffic lights serve to improve the regulation of traffic and pedestrian traffic on roads, that is, they are used to maintain traffic safety. Also, traffic lights are divided into two types: "with timer" and "without timer". The task of both traffic lights is the same, which is to ensure traffic safety. However, drivers and pedestrians react differently to these traffic lights. For this reason, traffic congestion at intersections is constantly growing and becoming an urgent problem. This article analyzes the reactions of drivers and pedestrians to both traffic lights, and at the end, innovative approaches to the existing problem are presented.

АННОТАЦИЯ

Светофоры служат для улучшения регулирования дорожного и пешеходного движения на дорогах, то есть используются для обеспечения безопасности дорожного движения. Также светофоры делятся на два типа: “с таймером” и “без таймера”. Задача обоих светофоров одна и та же – обеспечение безопасности движения. Однако водители и пешеходы по-разному реагируют на эти светофоры. По этой причине заторы на перекрестках постоянно растут и становятся актуальной проблемой. В данной статье анализируются реакции водителей и пешеходов на оба светофора, а в конце представлены инновационные подходы к существующей проблеме.

Keywords: Driver, pedestrian, traffic lights with timer, traffic lights without timer, intersection, traffic safety, traffic accident

Ключевые слова: Водитель, пешеход, светофор с таймером, светофор без таймера, перекресток, безопасность дорожного движения, дорожно-транспортное происшествие.

Introduction.

Over the past few years, road traffic accidents have increased dramatically at existing intersections in the territory of the Republic of Uzbekistan, almost 1 out of every 3 tragic events occurred at the intersection, and many deaths have also been observed [1]. This indicates that there are problems in this system and requires a comprehensive response to these problems. Most car accidents are caused by irresponsible drivers and driving by minors without a license, and another main reason is reflected by the lights of the traffic lights. That is, traffic lights are divided into groups with timers and without timers, so the behavior of drivers and pedestrians will be different accordingly. The problem is that the driver does not have prior information about which output of the traffic light to change the signal. In this case, the driver will be confused by the sudden change, he will not be able to make the right decision, and as a result, he will make an inappropriate decision. In particular, the last time the change from red to yellow light (red-yellow) in existing traffic lights without a timer in our Republic was 1 and 2 seconds [2].  These traffic lights are believed to help drivers anticipate the type of maneuver in the intersection entrance area, reducing the number of sudden braking or accelerations that could lead to a collision. This article analyzes existing road traffic incidents at intersections and the reaction of drivers to traffic lights with and without a timer, as well as comments on new innovative ideas.

Literature analysis.

In his seminal research, Webster developed a method for optimizing traffic times by minimizing vehicle delay, which became the basis for nearly all subsequent similar research. Robertson was one of the first at TRANSYT to computerize signal timing optimization using the performance index (PI), a composite measure that represents a linear function of delay and number of stops, to assess the quality of a set of traffic. Similar results were reported by Jasorat and Parapar, who also analyzed the exact relationship between traffic delay and fuel consumption in a signal optimization problem achievable using the TRANSYT model and its PI objective function. Using the Emissions Modal Analysis Model (EMAM) database, Cohen et al concluded that delay, fuel consumption, and emissions are minimized at the same cycle length. This conclusion, however, was inconsistent with the results of others, who found that fuel consumption decreased when the cycle length was longer than necessary to minimize vehicle delay. However, all of these research efforts were based on kinematics and dynamics analysis and inconsistent operating conditions, which could have led to different conclusions. Robertson found that by using the TRANSYT-7F PI, a trade-off between delays and stops could save 3% additional fuel consumption on coordinated signals. This trade-off was achieved by timing a delay of 20 seconds for each stop in the optimization problem. In summary, early studies have focused on using low-resolution analyses to achieve a balance between measures of mobility and stability. The next batch of related research is aimed at turning traffic management formulas into an optimization problem to balance mobility and stability [3].

Analysis and results.

To solve the current problem in the Republic of Uzbekistan, we will consider the research conducted by several countries on stovers. For example, the analysis of traffic lights with and without a timer for the driver in Poland. In one of the few studies conducted in Poland, the behavior of drivers was observed when the countdown timers were on and off. Studies have shown that the installation of countdown timers has significantly reduced the number of red light violations. Other studies conducted overseas have shown an increase in the number of red light violations when countdown timers are activated. On the other hand, in the Thai capital of Bangkok, 24-hour monitoring was carried out by switching the green light countdown timer on and off at the intersection. The results showed a significant effect of the countdown timer on reducing the start-up lost time by 1-1.92 s per cycle, which is 17-32% of the time saved. Another study in Singapore found a significant reduction (about 65%) in red light violations 1.5 months after installing a green light countdown timer. However, in the long term (after 7.5 months), the number of red light violations almost returned to pre-installation levels [4]. The same study found that green countdown timers are effective for low traffic volumes without congestion and are not effective at all at high traffic volumes in the long run. Thus, it can be seen that the results of the presented research are not consistent. Also, mobile phone use often occurs at traffic lights where driving activity is reduced. Drivers perform various phone actions while waiting at traffic lights out of necessity or boredom [5]. If the interaction with the mobile phone continues when the traffic light is green, various problems arise because it becomes difficult to switch to complex driving activities. Mobile phone use has various environmental and temporal impacts, as well as road safety aspects [6]. Drivers in traffic jams cause serious time loss due to delays. In addition, it has been observed that drivers' attention to mobile phones while waiting at traffic lights causes delays [7].

The location of the red zone installed in a timer traffic light has the potential to reduce delays or start-up time, which is the time lost between the start of the green light and the first vehicle crossing the intersection. Reducing start-up time increases the number of vehicles passing through the green light phase. The effect of setting the traffic light with a timer will be at the end of the red light when entering the last 3 seconds. Many drivers make early starts even though the front row of the traffic light is still running red. Also, if the time remaining at the end of the green light phase is less than 3 seconds, the driver of the car should be careful and slow down. However, the truth is that some drivers accelerate even when the countdown timer shows 0 seconds, and the driver continues to cross the intersection when entering the beginning of the red light phase.

Figure 1. Red zone at the intersection to ensure traffic safety

Discussion.

Implementing traffic control and synchronizing traffic lights, which can reduce delays and queue lengths, is important, especially during peak hours. The presence of a countdown timer at intersections with timer traffic lights increases the acceleration and speed of motor vehicles when the light turns green [8]. An increase in the speed of motor vehicles occurs at the yellow output connected to the countdown timer, thereby increasing the occurrence of traffic accidents. Motorcyclists tend to cross the intersection without stopping at the yellow light phase. There are geometric requirements and traffic requirements that must be met to establish red zones. First, the geometric requirements for the approach lane to a signalized intersection must be at least two lanes, not a direct left turn lane, and the width requirement for each lane is 3, 5 m, so there is space for motorcycles to enter the red lane. Second, when waiting at a red light, there is a disorderly queue of motorcycles with a length of at least 20 m in two lines of at least 30 motorcycles, the traffic condition meets the requirements. Meanwhile, if there are three lanes, the minimum number of motorcycles in a queue is 45 motorcycles. Traffic condition requirements are used to encourage high occupancy of red areas. Therefore, the implementation of red areas will be effective.

Another study shows that an online survey of social groups was conducted in 2020-2021 using the Facebook social network. There were 20 questions in the questionnaire, including 19 closed and 1 open question. The survey aims to determine the behavior of drivers and whether it affects traffic performance. 1509 people participated in the study. The questions are directed to the behavior of drivers while waiting for a green signal when entering an intersection or while driving unless otherwise stated. 57% of people in the study were women and 43% were men. Most of the participants were 18–24 years old (63%), followed by 25–50 years (35%), and the rest were elderly (51–70 years 1% and over 70 years 1%). If the participants have a driver's license, the results are as follows:

1- less than 2 years - 14%,

2- 3 to 5 years - 48%,

3- from 6 to 10 years - 21%,

4- from 11 to 20 years old - 11%,

5- more than 20 years - 6%.

Based on the above, it can be concluded that most of the participants are people with the least experience in traffic [9]. According to the results of the survey, one of the questions asked was the following, to know the rules of the "Traffic Law" on the use of mobile phones at red lights. 56% of the participants gave a satisfactory answer, that is, the driver should not perform this action without headphones and a phone, 29% of them said that these actions are not against the rules in practice, and 15% refused to answer. It was noted that 90 percent of the participants used mobile communication devices while driving, but 50 percent of violations of the rules of driving were found. They were also asked how to use the phone when the car was parked near the intersection. About 60% of participants said that they use special phone handles, and 40% said that they are handheld. Research shows that 58% of drivers talk on the phone while driving, 35% wait for or send an SMS from someone, 16% access voicemail, 49% change music from their phone to another, 1% play games, 9 percent choose to search for information, 3 percent to follow their social networks and 1 percent to watch a movie or video on their phone.

Figure 2. Objectives of drivers’ primary mobile phone use while driving

Also, it was determined what purposes a mobile phone is used as a passenger while the vehicle is in motion. The results are as follows: 71 percent of participants write SMS or wait while moving, 55 percent take pictures of incoming data, 49 percent watch video content on social networks, 44 percent change the selected music to another and listen to it, 42 percent talk on the phone, 37 percent use social media. 16% chose to play games, 14% to shop online, 9% to watch movies, 7% to view profiles on social networks, and 3% to write voice messages or wait. Almost 90% of these participants stated that they use a navigation device [10].

Figure 3. Mobile phone use choices in traffic as a passenger

The main difference between men and women in mobile phone use is that men are more likely to use handheld devices than women. Most of the women mentioned that they use the phone in their hands and pay very little attention to special devices. Also, compared to men, the percentage of women changing the music from a phone or tape recorder while driving is very low, while men have a higher percentage of this factor. Correspondingly, male drivers are more likely to change songs on their mobile phone and Bluetooth while stopped at a red light, while women are more likely to start writing or listening to a voice message on their mobile phone [11]. These results were obtained through the Facebook social network.

Conclusion.

The main purpose of the conducted research was to analyze the reaction of vehicles to timer and non-timer traffic lights when entering the intersection and was considered in different situations. For example, the results of the research processes of timer and non-timer stops conducted in different countries were shown and innovative approaches to the relevant problem were given. In the end, the results of the survey on the Facebook network showed one of the main reasons for the existing problem. The bottom line is that nearly 90% of drivers admit to using their mobile phones more or less while driving, and more than 27% say they do so often or all the time. In addition, almost 40 percent of participants hold the phone while driving.  This was mainly observed during the waiting period for sweaters.

References:

1. Nizomiddinova M. S., Luqmonjonov A. B., Nematjonov I. I. CHORRAHALARNI SVETORLAR BILAN BOSHQARISH UCHUN SAMARALI VA XAVFSIZ STRATEGIYALAR //ZAMONAVIY TARAQQIYOTDA ILM-FAN VA MADANIYATNING O ‘RNI. – 2024. – Т. 3. – №. 4. – С. 33-37.
2. Scientific-technical journal (STJ FerPI, ФарПИ ИТЖб НТЖ ФерПИб 2024, T.28.спец.випуск №11
3. Shuxrat o‘g‘li, A.X., Bahodirjon o‘g‘li, L.A. and Abdulxaq o‘g‘li, A.A., 2022. yuk tashishni tashkil etish va yo ‘llarning ahamiyati. Pedagogs Jurnali, 10(4), pp.213-219.
4. Luqmonjonov, A. B. o ‘g ‘li, & Olimjonov, AO o ‘g ‘li.(2023). Shahar sharoitida yo ‘llar va transport tizimlarining tabiatga ta’siri. In International conferences (Vol. 1, No. 2, pp. 762-764).
5. Bahodirjan o‘g‘li, Luqmonjonov Asadbek, and Olimjonov Asrorbek Oybek o‘g‘li. "Vehicle Transport Organization, Operating Conditions And Cost Of Its Improvement." (2023).
6. O’G’Li, Jasurbek G’Ayratjon, et al. "Validity and significance of assessing the competence of employees in the electrical energy system." Science and Education 4.2 (2023): 797-802.
7. O‘G, Rubidinov Shoxrux G‘Ayratjon, et al. "ANALYSIS OF THE MILLING PROCESSING PROCESS ON THE SHAPED SURFACES OF STAMP MOLDS." European International Journal of Multidisciplinary Research and Management Studies 3.04 (2023): 124-131.
8. G’ayratjon o’g’li R. S. Oybek o’g’li, O., & Bahodirjon o’g’li, LA (2022). Effect of Using Rolling Material in the Manufacture of Machine Parts //Central Asian Journal of Theoretical and Applied Science. – Т. 3. – №. 12. – С. 137-145.
9. Sieklicka A., Chądzyńska P., Iwanowicz D. Analysis of the Behavior of Vehicle Drivers at Signal-Controlled Intersection Approach While Waiting for a Green Signal—A Case Study in Poland //Applied Sciences. – 2022. – Т. 12. – №. 19. – С. 10133.
10. Szrywer P. et al. Study on the prevalence of mobile phone use by car drivers-the case of Poland //Archives of civil engineering. – 2021. – Т. 67. – №. 4.
11. Liu Y., Alsaleh R., Sayed T. Modeling the influence of mobile phone use distraction on pedestrian reaction times to green signals: A multilevel mixed-effects parametric survival model //Transportation research part F: traffic psychology and behaviour. – 2021. – Т. 81. – С. 115-129.