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Vehicle delay and queue length are quantitative measures of intersection performance. The technological advancement in the field of vehicle sensors and traffic controllers has reached a point where it has enabled efficient measurement of these per - formance measures. Two techniques are presented for real-time measurement of vehicle delay and queue length at a signalized Intersection, and these automated delay and queue estimates are compared with manually ground-truthed measurement. These techniques were evaluated at an instrumented intersec- tion in Noblesville, Indiana. The root-mean-square error by both techniques was below 0.7 veh-s for-estimation of average delay and less than 0.15 vehicle for estimation of average max- imum queue length, both on a cycle-by-cycle basis. Vehicular delay and queue length are quantitative mea- sures for evaluating performance of a signalized inter- section. Numerous methods have been proposed in the past literature (1-6) for measuring intersection delay both manually and automatically. There is a trade-off between accuracy and cost in using these measures. In the recent past, cost was the prohibiting factor for im- plementing precise delay estimation methods in real time. Accurate measurement of vehicle delay and queue length is now economically feasible with the technolog- ical advancement in the field of vehicular sensors and traffic controllers. Two techniques for vehicle delay and queue length measurements are proposed and evaluated. These two techniques can be used for the, estimation of delay and maximum queue length at signalized intersections in real time. This information is important for both the users of the intersection and the traffic engineer. The traffic engi - neer can use the information as a measure of effective- ness for the operation of the intersection. The real-time delay and average queue length information can be used by commuters to estimate their travel time and choose a travel route. time absent any intervening factors (7). In practice, there are numerous nuances of delay that have slightly differ- ent measurement boundary conditions. The following three types of delay are frequently used by engineers to assess intersection performance: •Stopped delay: delay incurred when a vehicle is at a complete stop; • Approach delay: delay incurred due to deceleration and stop time and acceleration until the vehicle crosses the stop bar; and • Control delay: delay incurred due to deceleration, stop time, and acceleration until the vehicle attains the desired travel speed. These three types of delay are illustrated in Figure 1. The 1997 update of the Highway Capacity Manual proposed the use of control delay for level-of-service determina- tion at a signalized intersection. Small correction factors can be used to convert approach delay to control delay (3). A brief overview of the techniques used in this study for real-time estimation of approach delay is given next. OVERVIEW OF TECHNIQUES

Input–Output and Hybrid Techniques for Real-Time Prediction of Delay and Maximum Queue Length at Signalized Intersections