●Research Trends and Results

Possibility of applying digital trail data to trafficplanning
IMAI Ryuichi (Ph.D.), Researcher
IBOSHI Yuki, Researcher
Research Center for Advanced Information Technology, Information Technology Division
HAMADA Shunichi, Green innovation researcher
Research Center for Advanced Information Technology(Key Words) Trail data, bus smart card data, probe car data
1. Introduction
The Research Center for Advanced Information
Technology is researching methods of obtaining andusing multiple digital trail data using Information
Technology as a measure to effectively support theenactment of traffic plans by the national governmentand regional governments. In 2011, the Centerperformed research on methods of using trial dataobtained by bus smart cards and probe cars, focusing
on the enactment of plans for the improvement oftraveling near bus stops and on the clarification of theeffectiveness of small-scale road improvements.
2. Use to prepare measures to improve travelingnear bus stops
Trail data from bus smart cards was used to abstractfrom among all bus stops in Saitama City (1,116 busstops), the top 30 in terms of number of users, andclarified the actual state of use by busses (usage rates
during commuting periods, on holidays, etc.). Then
trail data from probe cars (ordinary automobiles) wasadded and the actual state of travel by busses and byordinary automobiles (average traveling speed, orfluctuations) was clarified. The rate of obstruction oftravel at bus stops was calculated based on thetraveling speeds of busses and of ordinary automobiles,
and a comparative verification with the local situation
was done, confirming its effectiveness (see Fig. 1). In
order that analysis results are easy to use to prepare
traffic plans, the state of traffic for each bus stop wasclarified (visualized) in chart form.
3. Verification of the effectiveness of a road
improvement
Two kinds of trail data were used to measure theexpressed effect of intersection improvement done byextending the right turn zone by 60m. Specifically,
trail data obtained from bus smart cards and fromprobe cars were used to calculate the distribution ofaverage traveling speeds by time of day, by time ofday by day, and by month and the average travelingspeed of busses (see Fig. 2), confirming that cars wereno longer prevented from entering the right turn lane,
improving the punctuality of busses and smoothing theprogress of automobiles turning right.
4. Conclusion
This research confirmed that it is possible to apply

analysis combining multiple trail data to trafficplanning. In the future, we want to study methods ofuse including digital trail data obtainable from mobile
phones in addition to transportation (bus and railway)
smart cards and probe cars.
[Bus stops where traveling is obstructed]【走行阻害が発生している停留所】[Bus stops where traveling is not obstructed]【走行阻害が発生していない停留所

Difference between traveling speed of busses and of
バスと一般車の旅行速度差【縦軸】
ordinary automobiles [axis of ordinates]
40

Difference between traveling speed of busses andバスと一般車の旅行速度差【縦軸】
ordinary automobiles [axis of ordinates]
40

303020201010000-30-20-100-10-20Traveling
走行阻害発生-30
obstructed
32% 32%1020

40 -4030

Differencein traveling
一般車の停留所直前
speedof an ordinary
での旅行速度差
automobile just before
a bus stop
[axis of abscissas]-30-20-100-10-20Traveling
走行阻害発生-30
obstructed
4% 4%1020304

Differencein traveling
一般車の停留所直前
speedof an ordinary
での旅行速度差
automobile just before【横軸】
a bus stop
[axis of abscissas]

-40

-40

一般車がFollowing
automobiles
追い越しができない
cannot pass the bus

バスベイが整備してあり、
A bus bay
is provided, permitting
passing
追い越しが可能

Figure 1. Example of the Identification of Locations
where Travel is Obstructed
整備前（2009年3月）
Before improvement (March 2009)

Number ofDistribution of number of vehicles travelingbussesby bus traveling speed
バス台数（台）バス走行速度帯別の走行台数分布図
120
Before
平均13.8km/h
Average 13.8km/h
2009年3月
March2009
整備前
improvement
2010年3月
March2010
100
Average
13.2km/h
平均13.2km/h

Distributed at

相対的にrelatively low
density
低密に分布
Average
13.2km/h
平均13.2km/h

Standard differential 1.56

標準偏差 1.56

Relatively
wide speed range
相対的に広い速度幅

80Improved punctuality
定時性が向上60

Afterimprovement
整備後（2010年3月）(March 2010)

4020

After improvement
整備後

Distributed
相対的に atrelatively
high
高密に分布
density

0891011

12 13 14 15 16 17
Speedband (1km/h)
速度帯（1km/h刻み）

18

1920

Average
平均13.8km/h
13.8km/h
Relatively narrow
相対的に狭い速度幅
speed range

Standard
標準偏差1.22
differential 1.22

Figure 2. Change of Bus Traveling Speed Distribution
by Road Improvement[Reference]
Hamada, S. Imai, R. Iboshi, Y.: Support for the study ofimproving bus traveling using trail data and verification of
the effectiveness of road improvements, Civil EngineeringJournal, pp. 22-25, October 2011.