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1
Safre, Anderson Luiz dos Santos. "Simulação numérica do fluxo das águas subterrâneas na estação ecológica de Santa Barbára/SP." Universidade Estadual Paulista (UNESP), 2018. http://hdl.handle.net/11449/154443.
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Coordenação de Aperfeiçoamento de Pessoal de Nível Superior (CAPES)
Os usos de técnicas de modelagem em águas subterrâneas vêm sendo amplamente utilizado para entender a variabilidade e as incertezas associadas às condições hidrodinâmicas dos aquíferos. Os modelos numéricos de fluxo das águas subterrâneas são utilizados para representar a distribuição da carga hidráulica, bem como a velocidade e volume de escoamento da água no aquífero. O Estado de São Paulo possui algumas unidades de conservação de proteção integral, chamadas de Estações Ecológicas. Na região hidrográfica do Médio Paranapanema (UGRHI-17), destaca-se a Estação Ecológica de Santa Barbara (EEcSB), localizada sob uma transição do Sistema Aquífero Bauru (SAB) e o Sistema Aquífero Serra Geral (SASG). A principal atividade econômica na região é a agricultura, onde as águas subterrâneas e superficial são captadas para a irrigação. A demanda excessiva pode ameaçar os recursos hídricos e os ecossistemas da região. Desse modo, foi analisado nesse estudo qual o papel da EEcSB como área de garantia de recarga, utilizando a modelagem do fluxo das águas subterrâneas a partir da plataforma FREEWAT, que utiliza o código MODFLOW de diferenças finitas para simulação numérica. Gerou-se uma camada de espessura variada, representado o SAB. A discretização horizontal foi de 7.789 células ativas, com extensões de 100 m x 100 m. Foram utilizados 23 poços de observação, distribuídos por entre as microbacias da EEcSB, para calibração do modelo. A recarga foi dívida em duas zonas para representar a EEcSB ou outros usos da terra no entorno. Os valores variaram entre 15% de recarga da precipitação média. As duas formações do SAB contidas na EEcSB (Adamantina e Marilia) foram representadas por zonas com diferentes condutividades hidráulicas, a primeira com 1,75 m/d e a segunda com 0,9 m/d. A análise de sensibilidade foi realizada automaticamente pelo módulo UCODE_2014 e demonstrou que os parâmetros com maior sensibilidade foram a condutividade hidráulica na zona 1 e a recarga. A calibração teve um erro médio quadrático residual de 0,52 m. O valor total de afluxo simulado pelo modelo em regime permanente é de 66.893,882 m³/d, onde 59.079 m³/d correspondem ao volume escoado pelos drenos, e 7.813 m³/d ao valor de saída pela evapotranspiração. Foram observados três padrões principais de fluxo, com um divisor de águas subterrâneas no centro do domínio simulado. Um padrão de fluxo possui sentido Oeste em direção ao Rio Capivari, apresentando segmentações nas direções de fluxo próximas aos córregos afluentes (Divisa, Santana, Guarantã e Boi). Foram simulados dois cenários, o primeiro com a remoção de 50% da área e o segundo com remoção total da EEcSB. O primeiro cenário apresentou redução de 53,6% no volume da recarga e 47,5% no volume das drenagens, com quedas de até 11m no nível freático. O segundo cenário apresentou uma redução de 61,68% na recarga e de 77,79% na vazão das drenagens com rebaixamentos de até 14m no nível freático.
The uses of groundwater modeling techniques have been widely applied to understand the variability and uncertainties associated with the hydrodynamic conditions of aquifers. Numerical groundwater models are used to represent the hydraulic head distribution, as well as the velocity and volumetric flow. The São Paulo State has some Conservation Units of integral protection, called Ecological Stations. In the Médio Paranapanema Hydrographic region (UGRHI-17), stands out the Santa Bárbara Ecological Station (EEcSB), located under a transition from the Bauru Aquifer System (BAS) and the Serra Geral Aquifer System (SGAS). The main economic activity in the region is agriculture, where the groundwater and surface water are extracted for irrigation. The excessive demand of water threatens the region’s water resources and ecosystems. Thus, in this study, the role of EEcSB as a recharge guarantee area, was analyzed through groundwater flow modeling through the FREEWAT platform, that uses the MODFLOW finite difference code for numerical approximation. One layer of varied thickness, representing the BAS was generated. The horizontal discretization was made of 7,789 active cells, with 100 m x 100 m extension. Twenty three observation wells were used, distributed among EEcSB micro-basins for calibration. The recharge was divided in two zones, to represent the EEcSB and the other land uses in the environment. Recharge values varied around 15% of average rainfall. The two BAS formations (Adamantina and Marillia) at EEcSB were represented by two zones with different hydraulic conductivity, the first with 1.75 m.d-1, and the second with 0.9 m.d-1. The sensitivity analysis was performed automatically by UCODE_2014 module and showed that the parameters with the highest sensitivity were the hydraulic conductivity at zone 1 and the recharge. The calibration had a mean square residual error of 0.52 m. The total value of simulated inflow by the steady state model is 66,893,882 m³.d-1 where outflow was 59,079 m³.d-1 by the leakage into the drains, and 7,813 m³.d-1 by evapotranspiration. Three main flow patterns were observed, with a groundwater divide at the center of the simulated domain. A flow pattern runs westward toward the Capivari Rver, showing segmentations in the flow directions near the tributaries (Divisa, Santana, Guarantã and Boi). Two scenarios were simulated, the first with the removal of 50% of the area and the second one with total removal of the EEcSB. The first scenario presented a reduction of 53.6% in the recharge volume and 47.5% in the drainage volume, with decreases up to 11 m in the water table. The second scenario presented a reduction of 61.685 in recharge and 77.79% n drainage flow with decreases up to 14 m in the water table.
2
Angheben, Anna. "Mapping and modeling of the groundwater at the dam site in Bremen. A preliminary flow model." Master's thesis, Alma Mater Studiorum - Università di Bologna, 2017.
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Groundwater is of fundamental importance in water resources planning as it serves as storage/release entity. The hydrological characterization of the groundwater in Bremen area in the present work has been considered using two approaches.
i) analysis of parameters collected during field campaign, i.e. piezometric head and electrical conductivity;
ii) model elaboration and simulation with the forthcoming FREEWAT plugin for QGIS.
After straightened activities in Weser up to the North Sea, the Hemelingen barrier, the peculiarity of the study area, was built to maintain a constant flow in the upstream part. It strongly affects the groundwater movement: water flows from upstream towards downstream with semicircular movements around the dam. Tidal phenomena in Weser downstream cause tidal fluctuation in groundwater level up to 300 m from the river. As concern electrical conductivity, data provided from datalogger measurements and laboratory analyses connect salt concentration to natural sources, due to the geology of the area, and mainly to residual discharge into the river of compounds from mining activities from upstream. Model processing and set up required some input data, recovered from database, literature or previous studies and model calibration considered two aspects: the comparison modeled/measured values and the analysis of hydrological reasonableness. Several simulations were carried out to evaluate how the model responds to input variations. Changes both in input values (i.e. the thickness of the aquifer, the specific storage, the hydraulic conductivity) and in boundary conditions (performed through river, recharge and well packages) resulted in rather different model output. Uncertainty in some parameters created problems in the calibration, especially in the area affected by tidal fluctuations, demonstrating that, working with parameters totally or partly unknown, may make difficult the proper transposition of the natural system in a model scheme.
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Chew, Megan Lenore. "Shaker Heights’ Revolt Against Highways." The Ohio State University, 2009. http://rave.ohiolink.edu/etdc/view?acc_num=osu1252436871.
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Chin, Nora. "Investigating the Correlation between Freeway Service Levels and Freeway Service Patrol Assists." DigitalCommons@CalPoly, 2015. https://digitalcommons.calpoly.edu/theses/1453.
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The Bay Area Metropolitan Transportation Commission’s (MTC) Freeway Service Patrol’s highway motorist response service is reporting a reduction in their service levels. We analyze the relationship between the reduction in the Bay Area Freeway Service Patrol’s (FSP) motorist assists and changes in vehicle miles traveled (VMT), California Highway Patrol (CHP) reported incidents, and cover research on the impact of new and old vehicle fleet turnover. VMT and CHP incidents have differential effects on FSP assists. Although incidents occurring on freeways with high traffic flows tend to cause more congestion, the trend in local VMT along Bay Area freeway corridors does not share a strong correlation with FSP assists. Through a chi-square test, bivariate correlation and cross tabulation, we can see a relationship and pattern between FSP assists, incidents and VMT. Further analysis into the dispersion of assists, incidents and VMT show that the distribution of the FSP assists over CHP reported incidents is not perfectly equal. By analyzing VMT, CHP reported incidents and research around new vehicle fleet turnover affecting FSP assisted-incidents, Metropolitan Transportation Commission staff can systematically improve the FSP operational model; strategize ways to improve service on needier freeway corridors, while reducing unnecessary service in other regions.
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Jagtap, Seema. "IMPACT OF CONSTRUCTION ON FREEWAY TRAFFIC OPERATIONS." Master's thesis, University of Central Florida, 2008. http://digital.library.ucf.edu/cdm/ref/collection/ETD/id/2177.
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This study provides an insight into the impact of construction activities on traffic operations. Specifically, the topic of interest for this thesis is to study the impact of construction on traffic operations for construction projects on Interstate 4 from SR 434 to John Young Parkway, from SR 528 to SR 535, and from SR 482 to SR 528. These three projects were chosen because they were the only projects on Interstate 4 where both construction data and loop detector data were available for analysis. The data was collected by examining the Florida Department of Transportation daily inspection reports which had detailed documentation of construction operations that took place. The following information was collected: date, type of construction work being performed, time, location, and direction of impact to the traveling public. These data points were cross-referenced to the loop detector stations and mile posts to collect the loop detector data and roadway geometric characteristics such as location of ramps, type of median, etc. The loop detector data (speed, volume, and occupancy) were collected and aggregated for the data analysis. The loop detector data were collected during construction, one year prior to construction, and one year after construction for comparison purposes. Logistic regression analysis under the within-stratum matched sampling framework was conducted as an exploratory analysis to see if there was a difference on the traffic impacts with and without construction. This was done by matching the variables to ensure that there were no other differences impacting the traffic operations. Logistic regression proved there was a difference in the traffic operations with and without the presence of construction. The simple model results demonstrated that speed was reduced, occupancy was increased, and volume decreased during construction. After construction, the speed and volume increased and the occupancy decreased. Linear regression and analysis of covariance were used to quantify the impact of the various construction activities on the speed, occupancy and volume. Linear regression and analysis of covariance were used to understand the impacts from the presence of roadway geometrics on freeway traffic operations during construction. Logistic regression controls the geometrics, linear regression and analysis of covariance demonstrated how the geometrics impacted the construction effects. The geometric characteristics of each area were included in this analysis. This thesis investigates construction activities and roadway geometric parameters that impact traffic freeway operations (speed, volume, and occupancy) before, during, and after construction. This research showed the impact of different types of construction operations in a highway construction widening project. This research demonstrated that construction activities have a significant impact on speed, volume, and occupancy. Different types of construction activities have more of an impact than other activities. Paving had the highest adverse impact. Agencies writing construction contracts should prohibit paving during the most highly congested times. For example, in Orlando, Florida on Interstate 4, agencies should prohibit night paving during the peak holiday seasons (such as Thanksgiving, spring breaks, Christmas, etc.) around the tourist attractions during closing times, during the peak morning hours, and during the closing times of high attendance activities, such as Halloween Horror Nights at Universal Studios when high attendance is anticipated at the theme parks. Roadway geometrics also impact the traffic operations differently, before, during, and after construction and differently during various times of the day. The information of improved roadway geometrics and faster traffic flow can be used at open houses for upcoming projects where there are many people opposed to construction projects to show how the roadway construction projects actually increase traffic flow, helping everyone to get to their destinations much faster. The impact of the traffic delays in the congested areas, such as the tourist areas on Interstate 4 during the peak traffic times could be quantified to calculate delay costs to the roadway users.M.S.C.E.
Department of Civil and Environmental Engineering
Engineering and Computer Science
Civil Engineering MSCE
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Ahmed, Kazi Iftekhar. "Modeling freeway land changing behavior." Thesis, Massachusetts Institute of Technology, 1996. http://hdl.handle.net/1721.1/38773.
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Xu, Lei. "Potential single-occupancy vehicle demand for the Katy Freeway and Northwest Freeway high-occupancy vehicle lanes." Texas A&M University, 2005. http://hdl.handle.net/1969.1/4358.
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Since the 1960âÂÂs, high-occupancy vehicle (HOV) lanes have been successfully used as a
travel demand management technique. In recent years, there has been a growing interest
in the use of high-occupancy toll (HOT) lanes as an alternative to HOV lanes to help
manage the increasing demand for travel. HOT lanes combine pricing and vehicle
occupancy restrictions to optimize the demand for HOV lanes. As two of the four HOT
lanes in the world, the HOT lane facilities in Houston, Texas received relatively low
patronage after operating for over 6 years on the Katy Freeway and over 4 years on the
Northwest Freeway. There existed an opportunity to increase the usage of these HOT
lanes by allowing single-occupancy vehicle (SOV) travelers to use the lanes, for an
appropriate toll. The potential SOV demand for HOV lane use during the off-peak
periods from the Katy Freeway and Northwest Freeway general-purpose lane (GPL)
travelers was estimated in this study by using the data collected from a 2003 survey of
travelers on the Katy and Northwest Freeway GPLs who were not enrolled in
QuickRide. Based on survey results, more travelers would choose to drive on the HOT lanes
as SOV travelers during the off-peak periods when the facilities provided higher travel
time savings and charged lower tolls. Two important factors influencing travelersâ use
of the HOV lanes were their value of travel time savings (VTTS) and penalty for
changing travel schedule (VPCS). It was found that respondents had VTTS
approximately 43 percent of their hourly wage rate and VPCS approximately 3 percent
of their hourly wage rate. Combining this information with current travel time savings
and available capacity on the HOV lanes, it was found that approximately 2000 SOV
travelers per day would pay an average toll of $2.25 to use the HOV lanes during the
off-peak periods.
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Finke, Joyce Ellen. "The freeway process : an examination of local power, goals and means of adaptation to freeway development /." The Ohio State University, 1985. http://rave.ohiolink.edu/etdc/view?acc_num=osu1487259125220598.
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Modi, Vipul. "Comparison of freeway capacity estimation methods." [Gainesville, Fla.] : University of Florida, 2009. http://purl.fcla.edu/fcla/etd/UFE0025105.
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Chen, Hongyun. "Safety evaluation of freeway exit ramps." [Tampa, Fla.] : University of South Florida, 2008. http://purl.fcla.edu/usf/dc/et/SFE0002338.
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Saad, Rani A. "Freeway Corridor Management : tools and strategies /." Master's thesis, This resource online, 1996. http://scholar.lib.vt.edu/theses/available/etd-01262010-020325/.
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Lee, Gunwoo. "Modeling gap acceptance at freeway merges." Thesis, Massachusetts Institute of Technology, 2006. http://hdl.handle.net/1721.1/34607.
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Thesis (S.M.)--Massachusetts Institute of Technology, Dept. of Civil and Environmental Engineering, 2006.Includes bibliographical references (p. 103-105).
This thesis develops a merging model that captures the gap acceptance behavior of drivers that merge from a ramp into a congested freeway. Merging can be classified into three types: normal, forced and cooperative lane changing. The developed merging model uses a single critical gap function, which incorporates explanatory variables that capture all three types of merging behavior. Thus, the model combines all three types in a single model. The merging gap acceptance model is estimated using the maximum likelihood method with detailed trajectory data that was collected on two freeway sections in California. Estimation results show that the merging gap acceptance model is affected by traffic conditions such as average speed in the mainline, interactions with lead and lag vehicles, and urgency of the merge. Transferability tests for the stability of the model parameters between the two datasets are conducted. The single level gap acceptance model is implemented and compared with an existing gap acceptance model in the microscopic traffic simulation model, MITSIMLab. The results show that the proposed model is better than the existing gap acceptance model.
by Gunwoo Lee.
S.M.
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Zhang, Yihua. "Capacity Modeling of Freeway Weaving Sections." Diss., Virginia Tech, 2005. http://hdl.handle.net/10919/27779.
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The dissertation develops analytical models that estimate the capacity of freeway weaving sections. The analytical models are developed using simulated data that were compiled using the INTEGRATION software. Consequently, the first step of the research effort is to validate the INTEGRATION lane-changing modeling procedures and the capacity estimates that are derived from the model against field observations. The INTEGRATION software is validated against field data gathered by the University of California at Berkeley by comparing the lateral and longitudinal distribution of simulated and field observed traffic volumes categorized by O-D pair on nine weaving sections in the Los Angeles area. The results demonstrate a high degree of consistency between simulated and field observed traffic volumes within the various weaving sections. Subsequently, the second validation effort compares the capacity estimates of the INTEGRATION software to field observations from four weaving sections operating at capacity on the Queen Elizabeth Way (QEW) in Toronto, Canada. Again, the results demonstrate that the capacity estimates of the INTEGRATION software are consistent with the field observations both in terms of absolute values and temporal variability across different days. The error was found to be in the range of 10% between simulated and field observed capacities.
Prior to developing the analytical models, the dissertation presents a systematic analysis of the factors that impact the capacity of freeway weaving sections, which were found to include the length of the weaving section, the weaving ratio (a new parameter that is developed as part of this research effort), the percentage of heavy vehicles, and the speed limit differential between freeway and on- and off-ramps. The study demonstrates that the weaving ratio, which is currently defined as the ratio of the lowest weaving volume to the total weaving volume in the 2000 Highway Capacity Manual, has a significant impact on the capacity of weaving sections. The study also demonstrates that the weaving ratio is an asymmetric function and thus should reflect the source of the weaving volume. Consequently, a new definition for the weaving ratio is introduced that explicitly identifies the source of the weaving volume. In addition, the study demonstrates that the length of the weaving section has a larger impact on the capacity of weaving sections for short lengths and high traffic demands. Furthermore, the study demonstrates that there does not exist enough evidence to conclude that the speed limit differential between mainline freeway and on- and off-ramps has a significant impact on weaving section capacities. Finally, the study demonstrates that the HCM procedures model the heavy duty vehicle impacts reasonably well.
This dissertation presents the development of new capacity models for freeway weaving sections. In these models, a new definition of the weaving ratio that explicitly accounts for the source of weaving volume is introduced. The proposed analytical models estimate the capacity of weaving sections to within 12% of the simulated data, while the HCM procedures exhibit errors in the range of 114%. Among the newly developed models, the Artificial Neural Network (ANN) models performs slightly better that the statistical models in terms of model prediction errors. However, the sensitivity analysis results demonstrate unrealistic behavior of the ANN models under certain conditions. Consequently, the use of a statistical model is recommended because it provides a high level of accuracy while providing accurate model responses to changes in model input parameters (good response to the gradient of the input parameters).Ph. D.
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Henry, Kim Tucker. "Deconstructing Elevated Expressways: An Evaluation of the Proposal to Remove the Interstate 10 Claiborne Avenue Expressway in New Orleans, Louisiana." ScholarWorks@UNO, 2009. http://scholarworks.uno.edu/td/1016.
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With the passage of the Federal Aid Highway Act of 1956, the interstate system included an elevated segment of Interstate 10 constructed over Claiborne Avenue in New Orleans, Louisiana. The I-10 Claiborne Expressway provided access to downtown by destroying a tree-lined boulevard and contributing to the decline of an African American neighborhood. In 2005, after hurricane Katrina, several community-based plans proposed that the elevated I-10 Claiborne Expressway be removed. This thesis compares the removal proposals to the decision making processes of five case cities that have removed expressways. Necessary conditions were applied to all expressway removal cases. Currently, the I-10 Claiborne Expressway decision making process lacks defined structural integrity and safety concerns, a reduction in the value of freeways by power brokers, documented support of the business community and “selling†of idea by a public agency. These conditions were necessary to the decision to remove expressways in all case cities.
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Thornton, Matthew Jaeger. "Modal vehicle activity on freeways and freeway onramps : an assessment of the oxides of nitrogen emissions impacts resulting from changes in vehicle operating mode due to ramp metering systems." Diss., Georgia Institute of Technology, 2000. http://hdl.handle.net/1853/20785.
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Toth, Christopher Stephen. "Empirical study of the effect of offramp queues on freeway mainline traffic flow." Diss., Georgia Institute of Technology, 2014. http://hdl.handle.net/1853/53098.
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The dissertation examines the relationship between the number of lane changes, the speed of the ramp lane, and the location upstream of the ramp split. Analyses indicate the number of lane changes exhibits a parabolic relationship with respect to the ramp lane speed, and the number of lane changes exhibits gamma-distributed relationship with respect to the distance upstream of the ramp. The macroscopic lane changing model presented is best characterized as the development of generalized lane-changing relationships, and provides a starting point from which more complex corridor-level models can be developed. This study also identifies an unusual car-following behavior exhibited by certain lane-changing drivers. When the target lane is moving slowly, some lane-changing drivers will slow down, causing a disruption in their initial lane. Regression analysis is used to estimate the speed upstream of the initial lane to indicate the disruption is responsible for the lateral propagation of congestion. The lane choice of exiting vehicles is also studied. Lane choice appears to be a function of origin/destination, and freeway speed. As speeds in the general purpose lanes decrease, exiting vehicles are more likely to wait longer to move into the exit ramp lanes, resulting in an increased lane changing density.
Results from this study are expected to have the greatest impact on microscopic lane-change model validation. Additionally, results have implications for design and safety issues associated with freeway ramps. As data collection technologies improve and data becomes increasingly available, this research provides the basis for the further development of more elaborate lane-changing models.
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Phillips, Amanda Kirsten. "Infrastructural Imaginaries: Highways and the Sociotechnical Production of Space in Baltimore." Diss., Virginia Tech, 2019. http://hdl.handle.net/10919/87534.
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The highway, its promise of freedom and mobility, stands as a source of intrigue in American culture. Yet, the asphalt and dashed lines that cut across the country conceal the contentious history that accompanied interstate highway construction. This dissertation examines the social and spatial meanings of interstate highway plans in the United States at different historical and geographic scales. This account begins in the late 1930's and travels through the mid 1940's where I discuss Norman Bel Geddes's 1939 Worlds Fair Exhibit, "Futurama" and Robert Moses's 1944 Baltimore Arterial Report. This analysis demonstrates how each man inscribed social values into proposed developments within geographic space. From here I move to Baltimore where from 1944 until about 1979, countless proposals called for the construction of an arterial highway that would cut into the heart of the city. By drawing from the archival records left by Movement Against Destruction (MAD), Relocation Action Movement (RAM), and other groups in that fought against roadway plans in Baltimore, I explore how activists lived, understood, and challenged the new social arrangements embedded in the proposed highway system.
I introduce the term infrastructural imaginaries to account for how the proposal or construction of spatially embedded systems seeks to transform lived material and geographic arrangements. The concept of infrastructural imaginaries expands upon Sheila Jasanoff and San-Hyun Kim's "sociotechnical imaginaries" to address how proposed futures appropriate spatial environments and how people lived, understood, and conceptualize themselves within these emergent spaces. The framework of infrastructural imaginaries utilizes Henri Lefebvre's conceptual triad of spatial practice, representations of space, and representational space to analyze the dynamic interactions between infrastructure planning, lived experience, and articulations of possible futures. To study the infrastructural imaginary, the immaterial form, provides a fertile space from which to isolate places where systems fail to take hold, where alternative understanding emerge, and where new forms social interaction takes place.Ph. D.
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Jehmlich, Heiko. "Das Freenet Projekt." Universitätsbibliothek Chemnitz, 2002. http://nbn-resolving.de/urn:nbn:de:bsz:ch1-200200509.
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Gemeinsamer Workshop von Universitaetsrechenzentrum und Professur Rechnernetze und verteilte Systeme der Fakultaet fuer Informatik der TU Chemnitz.
Anhand des Freenet-Projektes wird erklärt, wie anonymes Filesharing funktioniert.
Der Vortrag beschreibt den Aufbau und die Funktion von Freenet und wie man Daten in Freenet einspielt bzw. wiederfinden kann.
Es werden Vor und Nachteile von Freenet gegenüber anderen Projekten genannt.
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Kim, Woon. "Empirical analysis and modeling of freeway incident duration." College Park, Md.: University of Maryland, 2007. http://hdl.handle.net/1903/7823.
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Thesis (M.S.) -- University of Maryland, College Park, 2007.Thesis research directed by: Dept. of Civil and Environmental Engineering. Title from t.p. of PDF. Includes bibliographical references. Published by UMI Dissertation Services, Ann Arbor, Mich. Also available in paper.
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Thirukkonda, Sreeram (Sreeram Radhakrishnan) 1975. "Design and evaluation of freeway incident detection algorithms." Thesis, Massachusetts Institute of Technology, 1999. http://hdl.handle.net/1721.1/80182.
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Lwambagaza, Lina. "Modeling Older Driver Behavior on Freeway Merging Ramps." UNF Digital Commons, 2016. http://digitalcommons.unf.edu/etd/646.
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Merging from on-ramps to mainline traffic is one of the most challenging driving maneuvers on freeways. The challenges are further heightened for older drivers, as they are known to have longer perception-reaction times, larger acceptance gaps, and slower acceleration rates. In this research, VISSIM, a microscopic traffic simulation software, was used to evaluate the influence of the aging drivers on the operations of a typical diamond interchange. First, drivers were recorded on video cameras as they negotiated joining the mainline traffic from an on-ramp acceleration lane at two sites along I-75 in Southwest Florida. Several measures of effectiveness were collected including speeds, gaps, and location of entry to the mainline lanes. This information was used as either model input or for verification purposes. Two VISSIM models were developed for each site – one for the existing conditions and verification, and another for a sensitivity analysis, varying the percentage of older drivers and Level of Service (from A to E), to determine their influence on ramp operational characteristics. According to the results, there was a significant difference in driving behavior between older, middle-aged, and younger drivers, based on the measures of effectiveness analyzed in this study. Additionally, as the level of service and percentage of older adult motorists increased, longer queues were observed with slower speeds on the acceleration lanes and the right-most travel lane of the mainline traffic.
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Nemeh, M. Rafik. "An observational study of freeway lane-changing behaviour." Thesis, Virginia Tech, 1988. http://hdl.handle.net/10919/43258.
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Every one who has driven on a freeway has observed the phenomenon of lanechanging. This phenomenon is, of course, caused by the desire of most of the drivers not to be in a slow-moving lane. Therefore, the average driver who finds himself in such a lane moves into a neighboring faster lane, usually after a certain time-lag. This time-lag depends on the dynamic characteristics of the vehicle, the availability of acceptable gaps, and the driver risk, which is the value the driver places on the probability of collision during a maneuver, i.e. the higher the perceived probability of collision, the higher the time-lag.
Modelling of the lane-changing phenomenon has been the objective of many investigators in the past. As will be shown later in this study, lane-changing is a very important component in highway traffic flow.
In this study, a mathematical model to describe the lane-changing behaviour is suggested based on the lane-changing hypothesis that whenever there is a lane-changing maneuver, the average speed of the neighboring lane is faster than the average speed of the current lane.
A set of data has been collected by a methodology which involves aerial photographic technique. The collected data are then used to test the validity of the lanechanging hypothesis, to calibrate and validate an existing lane-changing model, and to develop a gap acceptance function for freeway lane-changing maneuvers.Master of Science
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Kang, Kyungwon. "Enhancing Freeway Merge Section Operations via Vehicle Connectivity." Diss., Virginia Tech, 2019. http://hdl.handle.net/10919/103198.
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Driving behavior considerably affects the transportation system, especially lane-changing behavior occasionally cause conflicts between drivers and induce shock waves that propagate backward. A freeway merge section is one of locations observed a freeway bottleneck, generating freeway traffic congestion. The emerging technologies, such as autonomous vehicles (AVs) and vehicle connectivity, are expected to bring about improvement in mobility, safety, and environment. Hence the objective of this study is to enhance freeway merge section operations based on the advanced technologies. To achieve the objective, this study modeled the non-cooperative merging behavior, and then proposed the cooperative applications in consideration of a connected and automated vehicles (CAVs) environment. As a tactical process, decision-making for lane-changing behaviors is complicated as the closest following vehicle in the target lane also behaves concerning to the lane change (reaction to the lane-changing intention), i.e., there is apparent interaction between drivers. To model this decision-making properly, this study used the game theoretical approach which is the study of the ways in which interacting choices of players. The game models were developed to enhance the microscopic simulation model representing human driver's realistic lane-changing maneuvers. The stage game structure was designed and payoff functions corresponding to the action strategy sets were formulated using driver's critical decision variables. Furthermore, the repeated game concept which takes previous game results into account was introduced with the assumption that drivers want to maintain initial decision in competition if there is no significant change of situations. The validation results using empirical data provided that the developed stage game has a prediction accuracy of approximately 86%, and the superior performance of the repeated game was verified by an agent-based simulation model, especially in a competitive scenario. Specifically, it helps a simulation model to not fluctuate in decision-making. Based on the validated non-cooperative game model, in addition, this study proposed the cooperative maneuver planning avoiding the non-cooperative maneuvers with prediction of the other vehicle's desired action. If a competitive action is anticipated, in other words, a CAV changes its action to be cooperative without selfish driving. Simulation results showed that the proposed cooperative maneuver planning can improve traffic flow at a freeway merge section. Lastly, the optimal lane selection (OLS) algorithm was also proposed to assist lane selection in consideration of real-time downstream traffic data transferred via a long-range wireless communication. Simulation case study on I-66 highway proved that the proposed OLS can improve the system-wide freeway traffic flow and lane allocation. Overall, the present work addressed developing the game model for merging maneuvers in a traditional transportation system and suggesting use of efficient algorithms in a CAV environment. These findings will contribute to enhance performance of the microscopic simulator and prepare the new era of future transportation system.Doctor of Philosophy
Driving behaviors considerably affect the traffic flow; especially a lane change occasionally forces rear vehicles in a target lane to decrease speed or stop, hence it is considered as one of primary sources causing traffic congestion. U.S. Department of Transportation (DOT) announced that freeway bottleneck including merge section contributes to freeway traffic congestion more than 40 percent while traffic incidents count for only 25 percent of freeway congestion. This study, therefore, selected a freeway merge section, where mandatory lane changes are required, as a target area for the study. The emerging technologies, such as autonomous vehicles (AVs) and vehicle connectivity, are expected to bring about improvement in mobility, safety, and environment. Based upon these backgrounds, the objective of this study was determined to enhance freeway merge section operations based on the advanced technologies. To achieve the objective, first this study focused on understanding driving behaviors of human drivers. Decision-making for lane-changing behaviors is complicated as the closest following vehicle in the target lane also behaves concerning to the lane change (reaction to the lane-changing intention), i.e., there is apparent interaction between drivers. For example, the vehicle sometimes interferes the merging vehicle's lane-changing by decreasing a gap. To model the decision-making properly, this study modeled the non-cooperative merging behaviors using a game theoretical approach which mathematically explains the interaction (e.g., cooperation or conflict) between intelligent decision-makers. It was modeled for two vehicles, i.e., the merging vehicle in acceleration lane and a following vehicle in freeway rightmost lane, with possible actions of each vehicle. This model includes how each vehicle chooses an action in consideration of rewards. The developed model showed prediction accuracy of approximately 86% against empirical data collected at a merge section on US 101 highway. This study additionally evaluated the proposed model's rational decision-making performance in various merging situations using an agent-based simulation model. These evaluation results indicate that the developed model can depict merging maneuvers based on practical decision-making. Since most existing lane-changing models were developed from the standpoint of the lane-changing vehicle only, this study anticipates that a lane-changing model including practical decision-making process can be used to precisely analyze traffic flow in microscopic traffic simulation. Additionally, an AV should behave as a human-driven vehicle in order to coexist in traditional transportation system, and can predict surrounding vehicle's movement. The developed model in this study can be a part of AV's driving strategy based on perception of human behaviors. In a future transportation environment, vehicle connectivity enables to identify the surrounding vehicles and transfer the data between vehicles. Also, autonomous driving behaviors can be programmed to reduce competition by predicting behaviors of surrounding human-driven vehicles. This study proposed the cooperative maneuver planning which future connected and automated vehicles (CAVs) avoid choosing the non-cooperative actions based on the game model. If a competitive action is anticipated, in other words, a CAV changes its action to be cooperative without selfish driving. Simulation results showed that the proposed cooperative maneuver planning can improve traffic flow at a freeway merge section. Lastly, the optimal lane selection (OLS) algorithm was also proposed to provide a driver the more efficient lane information in consideration of real-time downstream traffic data transferred via a long-range wireless communication. Simulation case study on I-66 highway proved that the proposed OLS can improve the system-wide freeway traffic flow and lane allocation. Overall, the present work addressed developing the game model for merging maneuvers in a traditional transportation system and suggesting use of efficient algorithms in a CAV environment. These findings will contribute to enhance performance of the microscopic simulator and prepare the new era of future transportation system.
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Ding, Silin. "Freeway Travel Time Estimation Using Limited Loop Data." University of Akron / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=akron1205288596.
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Dada, Mercy. "Modelling freeway pedestrian crossing behaviour in Cape Town." Master's thesis, University of Cape Town, 2018. http://hdl.handle.net/11427/29888.
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South Africa’s Freeway Management System (FMS) in Cape Town has recorded an alarming increase in pedestrian activity on its freeways in recent years, with a similar trend in (fatal) freeway pedestrian crashes. Both South African and international studies have demonstrated the relevant factors that account for the choices of pedestrians to cross roadways, while few studies have looked at freeway crossing. This study was undertaken to identify and estimate the factors that influence illegal freeway crossing using a discrete choice experiment in Cape Town. It is hypothesized that freeway pedestrian crossing is driven by personal factors and the perceived contribution thereof to the risks associated with the crossing using a footbridge or (illegally) at-grade. Using a stated choice survey including a perceived crossing risk assessment to estimate a series of choice models and based on a 300 participants survey, intercepted along three Cape Town freeways, ordered-responses logit models were developed to estimate risk perception thresholds for both general risk perception (prior to the choice experiment) as well as choice – task specific risk perception. Furthermore, basic and mixed logit models were estimated for freeway crossing choice. Correlations between risk perception and the crossing choices using a Cholesky transformation matrix were established. Finally, the implied relative sensitivities, or tradeoffs, between at-grade and footbridge crossing alternatives were estimated. The findings of this study confirm that, as expected, crossing choice is largely influenced by a combination of built environment, vehicular and pedestrian traffic, as well as socio-demographic characteristics. Among the 8 selected factors, traffic, walking distance and law enforcement presence were observed to be most vital in influencing the risk perception of pedestrians. Results show that younger pedestrians were more risk seeking than their older counterparts and that tenure - the length of time that a pedestrian has lived in Cape Town reduces the risk perception levels of traffic safety. Moreover, pedestrians were more likely to cross with the footbridge rather than directly under normal circumstances. As pedestrian safety is a part of policy interventions in transport, this thesis also suggests an approach to solve the problem of illegal freeway crossing. The results of this study can inform opportunities to counter the upward trend of fatalities and provide suggestions for policy-making, interventions and campaigns that would lead to improved freeway crossing safety.
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Zhao, Jiguang. "DATA-DRIVEN METHODS FOR REDUCING WRONG-WAY CRASHES ON FREEWAYS." OpenSIUC, 2011. https://opensiuc.lib.siu.edu/dissertations/418.
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Driving the wrong way on freeways has been a nagging traffic safety problem since the interstate highway system was founded in the 1950s. Despite four decades of highway striping and sign improvements at freeway interchanges, the problem persists. This paper is to determine the contributing factors to wrong-way driving on freeways and to develop promising, cost-conscious countermeasures to reduce this driving errors and related crashes. Wrong-way crash data from Illinois Department of Transportation (IDOT) crash database were collected with 632 possible wrong-way crashes. The real wrong-way crashes were further identified by reviewing the wrong-way crash reports hardcopies and information from other resources. Characteristics of wrong-way driving behaviors were analyzed and statistical analyses were conducted to identify the contributing factors of wrong-way crashes on freeway. The state-of-the-art roadway safety management process recommended by the Highway Safety Manual (HSM) was adopted to diagnose the wrong-way driving behavior on Illinois freeway and develop the specific wrong-way crashes management procedures. The first three steps, network screening, diagnosis and countermeasure selection was developed in details. The whole procedure developed could be used to guide the management of freeway wrong-way crashes in the future. The specific procedure of transportation network review, candidate location identification and site ranking for freeway wrong-way crashes was established firstly. Based on the collected wrong-way crash data, the safety performance function (SPF) for wrong-way crashes on freeway was developed with the annual average daily traffic (AADT) and segment length being the independent variables. The procedures for candidate wrong-way crash sites diagnoses with crash data, historic site data, field condition and other information were described step by step. The methods for contributing factors identification were proposed and the Haddon matrix for wrong-way crashes on freeway was constructed finally. Methods for selecting wrong-way crash countermeasures from the perspective of "four E's" based on crash analysis finding, site-specific contributing factors and geographical characteristics were discussed, and research needs on wrong-way crash management in the future were recommended finally.
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McCoy, Damon. "Anonymity analysis of Freenet." Diss., Connect to online resource, 2006. http://gateway.proquest.com/openurl?url_ver=Z39.88-2004&rft_val_fmt=info:ofi/fmt:kev:mtx:dissertation&res_dat=xri:pqdiss&rft_dat=xri:pqdiss:1439427.
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Woon, Shyue-Jiun. "After the utopia, the city on the freeway interchange." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1999. http://www.collectionscanada.ca/obj/s4/f2/dsk2/ftp01/MQ39712.pdf.
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Osra, Khalid A. "Traffic characteristics on the Jeddah-Makkah freeway, Saudi Arabia." Ohio : Ohio University, 2002. http://www.ohiolink.edu/etd/view.cgi?ohiou1174931451.
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Taggart, Benjamin T. "Incorporating neural network traffic prediction into freeway incident detection." Morgantown, W. Va. : [West Virginia University Libraries], 1999. http://etd.wvu.edu/templates/showETD.cfm?recnum=723.
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Thesis (M.S.)--West Virginia University, 1999.Title from document title page. Document formatted into pages; contains viii, 55 p. : ill. (some col.) Vita. Includes abstract. Includes bibliographical references (p. 52-55).
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Lin，Kai-Ting and 林楷庭. "The Freeway City---Case study on the freeway between Hsinchu and Taoyuan." Thesis, 2004. http://ndltd.ncl.edu.tw/handle/50315605577157153483.
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碩士淡江大學
建築學系
92
Freeway is said to be the product of the cities in modernism, which shows that automobiles win an overwhelming victory in history of transportation. The freeway is designed for a high speed, which can shorten the spatial distance. But some of limitations on space and time result in the following environmental problems: first, the mobility inside the space of the freeway sparks a de-localization phenomenon. Second, although the freeway can stimulate the rise of economy and regional development, the incompatibility between the location of the freeway and the freeway hardware supposedly leads to an anti-society, anti-nature phenomenon. This is because Taiwan used to follow the footsteps of American city planning and design, ignoring it’s own shortcomings─narrow space and enormous population, which also hinder the development of European cities. Thus, we can learn from the European cities with regard to the research perspectives of the freeway and the utilization of land space. Three methodologies applied to this paper are stated as follows: 1. The perspective of type analysis. I made use of the viewpoint of diverse construction types to sieve and select cases. Based on the case studies, the space models of various stages are presented to gradually forge the statement background. 2. The use of diagram. By means of advanced Lynch, I used diagrams to reconstruct the actual space of the freeway. Distinguished from the current road map of the freeway, the methods are employed to analyze the linear, directing, dividing, and closing natures of the field. So after analyzing the current situation, I can gain an understanding of the environmental problems with the freeway and then illustrate the next step for operation. 3. Design operation. Instead of showing a comprehensive design, I use certain general concepts and the quality sense of the design in real life to confirm the feasibility of the aforesaid suggestions. This study offered some suggestions on the interchange of the freeway in terms of improving environments. Besides, despite the value judgment along with its consequential designs imposed by road engineering and social economics, I seek the so-called third perspective, which emphasizes the human-oriented use of the freeway, the social culture in the location of the freeway, and natural ecology. Indeed, the third perspective points out that the periphery of the freeway has been increasingly improved. These improvements, however, have less influence than the quality transformation of the freeway’s space itself. For example, the supposedly irreversible space rules and road rights standards are to be changed in response to the outside structure. Currently, different from the interchange, a “gap” is a feasible way, for a series of design operation is aimed at the development of an opening, which consists of different spatial significances.
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Clairman, Gary Phillip. "Searching for the freeway." Thesis, 1991. http://spectrum.library.concordia.ca/5922/1/MM68715.pdf.
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"Analysis of Freeway Bottlenecks." Doctoral diss., 2014. http://hdl.handle.net/2286/R.I.25940.
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abstract: Traffic congestion is a major externality in modern transportation systems with negative economic, environmental and social impacts. Freeway bottlenecks are one of the key elements besides the demand for travel by automobiles that determine the extent of congestion. The primary objective of this research is to provide a better understanding of factors for variations in bottleneck discharge rates. Specifically this research seeks to (i) develop a methodology comparable to the rigorous methods to identify bottlenecks and measure capacity drop and its temporal (day to day) variations in a region, (ii) understand the variations in discharge rate of a freeway weaving bottleneck with a HOV lane and (iii) understand the relationship between lane flow distribution and discharge rate on a weaving bottleneck resulted from a lane drop and a busy off-ramp. In this research, a methodology has been developed to de-noise raw data using Discrete Wavelet Transforms (DWT). The de-noised data is then used to precisely identify bottleneck activation and deactivation times, and measure pre-congestion and congestion flows using Continuous Wavelet Transforms (CWT). To this end a methodology which could be used efficiently to identify and analyze freeway bottlenecks in a region in a consistent, reproducible manner was developed. Using this methodology, 23 bottlenecks have been identified in the Phoenix metropolitan region, some of which result in long queues and large delays during rush-hour periods. A study of variations in discharge rate of a freeway weaving bottleneck with a HOV lane showed that the bottleneck discharge rate diminished by 3-25% upon queue formations, however, the discharge rate recovered shortly thereafter upon high-occupancy-vehicle (HOV) lane activation and HOV lane flow distribution (LFD) has a significant effect on the bottleneck discharge rate: the higher the HOV LFD, the lower the bottleneck discharge rate. The effect of lane flow distribution and its relationship with bottleneck discharge rate on a weaving bottleneck formed by a lane drop and a busy off-ramp was studied. The results showed that the bottleneck discharge rate and lane flow distribution are linearly related and higher utilization of the median lane results in higher bottleneck discharge rate.Dissertation/Thesis
Doctoral Dissertation Civil and Environmental Engineering 2014
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Hsu, Linghua, and 許凌樺. "Freeway Slopes Maintenance Management and Performance Research─A Case of National Freeway No.5." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/48644492009002239972.
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碩士國立宜蘭大學
建築與永續規劃研究所碩士班
101
Taiwan is a densely populated country, with mountains and hills accounting for more than 70% of the land. However, under the trends of enhancing the economy and balancing urban and rural development, the freeway network has expanded towards the mountain areas. Freeway maintenance authorities will face a different challenge in response to both geographical and environmental change. On the 25th of April, 2010, four people were killed in the landslides in National Freeway No. 3 3.1K. It also impacted the rights of hundreds of thousands of road users. In view of the environment change and maintenance system omission, freeway maintenance authorities have planned to improve the existing maintenance system, and organise the safety assessment and inspections for freeway slope reinforcement work, to effectively prevent slope collapse happening again. This study focuses on the measures taken by the relevant authorities after the National Freeway No.3 3.1K event. The measures have two main dimensions: One is to fully detect the slope area, perform a slope safety assessment, reinforce design, and improve project execution. The other one is to take preventative measures by improving both maintenance inspections and monitoring mechanisms. This study firstly conducted the literature review to understand the meaning of maintenance management for the public sector, and also the fundamental issues of the maintenance system and the causes for collapse. It further collected the information of the regulations and principles announced in the past two years. Finally, the study compared the existing regulations to the actual outcome, and explored the reasons for the differences as well as the implementation performance. It is hoped the study will promote the freeway maintenance policy and procedures from the authorities.
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Wei-HsunHung and 洪偉勛. "Development and Applications of Freeway Travel Time Estimation models for National Freeway No.5." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/7hq3d4.
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碩士國立成功大學
交通管理學系碩博士班
101
Referred to the Guidelines of Travel Time Estimation and Forecasting System Establishment published by Institute of Transportation (IOT), this study develops the travel time estimation models by the following five issues, data collection and screening, traffic condition classification, travel time estimation model establishment, model validation, as well as model application and performance evaluation. The first step of this study is to collect and compare the traffic data from the vehicle detector (VD) and to generalize the traffic characteristic of National Freeway NO.5. The traffic flow between the Nan-gang and Tou-Cheng interchange is higher than other road sections, especially during the peak hours in the summer. Therefore, this study chooses this road section and time period to conduct travel time estimation model and display the estimated travel time. Before information display, the outliers of estimated travel time which over one Standard Deviation are excluded. Model can result an estimated travel time every one minute. The displayed travel time updates every ten minutes and comes from the time-dependence average method to average the ten estimated travel time. This reliable and real time estimated travel time can help driver and traffic manager to realize the traffic condition, decrease the uncertainty, and make the related decision.
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Lin-Shu-Ju and 林書汝. "Freeway construction effects on job-housing balance: An empirical study of Freeway No.5." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/76514715536555372936.
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碩士國立臺北大學
都市計劃研究所
98
“Job-housing balance” refers to the balance between housing supply and employment opportunities in terms of space, quantity and content. In other words, it is unnecessary for people to leave away from their residences to workplaces. Instead within a certain area both living and working needs are self-sufficient. Developing transport infrastructures is one of the important factors affecting job-housing balance. Improving accessibility increases the incidence of long-distance travel behaviors. This could result in the phenomenon of job-housing imbalance as well as the increase of commuting costs and time consumed. The opening of Freeway No.5 in 2006 has shortened the travel distance between Yilan and Taipei and changed the spatial structure of people’s daily lives. Has the population interactions between Taipei and Yilan been raised, which results in the expansion of the commuting areas of Taipei and imbalanced living and working phenomenon? Most of the previous researches about job-housing balance emphasized the design of indicators and strategies for mitigating imbalance. The impact of transport infrastructures, however, on job-housing balance has been neglected in discussion. Taking Freeway No. 5 and Taipei-Yilan are as research subjects, the purpose of this study is to empirically analyze the impact of freeways on job-housing relationships; furthermore, to develop strategies for the local governments to achieve job-housing balance. In this study, the before-and-after travel demand data of the opening of Freeway No. 5 was used as research data, and literature review, linear regression and linear programming were applied as research methods. First of all, from relevant literature, four job-housing balance indicators were extracted: |J/ER-1|, spatial dissimilarity index, commuting time and excess commuting. Secondly, the linear programming approach was used to measure the indicator of excess commuting. Finally, the impacts of highway on job-housing balance were explored by linear regressions and the development strategies on balancing the relationships between housing supply and employment opportunities were recommended. The sample data was classified into aggregate, Taipei City/County and Yilan County in order to identify if there were differences between Taipei and Yilan. The empirical results show factors that caused imbalanced distributions of activities include the opening of Freeway No. 5, higher vehicle ownership, higher housing prices, and more higher-educated population. Raletively, variables such as closer to the interchanges or more married population could induce a more balanced job-housing relationship. From the aspect of travel time to discuss the factors of job-housing imbalance, the results show that longer commuting time occurs in areas with more concentrated population or higher vehicle ownership. Contrarily, the opening of Freeway No. 5, more higher-educated population, higher estate prices, and more working population could cause shorter commuting time. This result is different from the distribution of activities inasmuch as better accessibility could reduce commute time between workplace and residence, whereas in fact the locations of residence and employment are in different areas. Based on the empirical findings in this study, five strategies are suggested as strategic development references for urban planning, transportation and economic sectors to alleviate the phenomenon of job-housing imbalance: amount control of housing and employment development, configuration of land-use planning, license plate management and high occupancy vehicle control on freeway, levy of congestion fee in rush-hour, and encouragement of setting up branching offices and the usage of communication technologies. Keywords: freeway, job-housing balance, linear regression, linear programming
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Cheng, Kai-Yu, and 鄭鎧鋙. "Coordinated Freeway Ramp Metering Control Model." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/29016071414080501695.
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碩士臺灣大學
土木工程學研究所
98
The freeway always occurrs critical congestion on vacations in Taiwan, and ramp metering control is one of the ways to solve the congestion problem of freeway. All ramp metering on freeway at present are controlled isolated and the metering adopted fixed time class which can not detected real-time flow of mainline and ramp, and it will lead the queue of mainline back up onto upstream when a ramp with excess demand; at this time, it must adjust the metering rates of ramps at upstream, so in this research, the network was considered, and the coordinated ramp metering control model which formulated as linear optimal control model and the metering rate executed with traffic-responsive control was proposed. This optimal control model was formulated by using modified cell transmission model (MCTM), it easily to calculate, and it can apply to dynamic control with the basic rules of MCTM. The framework of this research divided into two steps. The first step was to calibrate the MCTM parameters, and to ensure MCTM can replicate the freeway traffic behaviors; the second step was to calculate the optimal metering rates, and then evaluate its performances. In this research, the optimal model was tested numerically using data from a severely congested stretch of freeway at National Freeway No.5 during 2009/5/28 to 2009/5/31, and it were also used to calibrate MCTM parameters. Then, the Mean Absolute Percentage Error (MAPE) was selected as evaluation index, and the results showed that the MAPE of the MCTM falls into a reasonable range. There are two conditions when the metering was calculated, the first one is the optimal control model without the consideration of the onramp queue length constrain, and the second one is the optimal control model which consider the onramp queue length constrain. In addition, total time spent (TTS), total travel time (TTT) and total waiting time (TWT) were used to evaluation performances of the two conditions. The results showed that the proposed model can improve the congestion problems of National Freeway No.5 in both situations. However, the first condition causes long queue length at Toucheng onramp, thus the second condition is regarded as the better strategy.
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Li, Shin-Ying, and 李欣穎. "System reliability for a freeway system." Thesis, 2015. http://ndltd.ncl.edu.tw/handle/85245851414796324917.
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碩士國立臺灣科技大學
工業管理系
103
Nowadays, traffic flow management of freeway system plays an important role to achieve the more efficient and reliable freeway system. In a freeway system, the speed on each section is stochastic due to user behavior, accidents, upslope and downslope, and roads work in freeway network. Therefore, a freeway system characterized by such arcs also possesses stochastic speed levels, which can be represented as a stochastic-flow freeway system. The purpose of this thesis is to assess the performance of a stochastic-flow freeway network (SFFN) that can accommodate a certain demand for vehicles within time. System reliability, which is defined as probability of both demand (traffic flow volume) and system time (complete time of all demand for vehicles) satisfaction, is utilized to evaluate the performance of a SFFN. This thesis proposes two network models to evaluate the system reliability. The first model considers the situation that all demand for the vehicles are allowed to pass through the system in one MP, where an MP is presented as a path without cycles. The second model considers the situation that all demand for the vehicles freely pass through the disjoint MPs without assignment. The procedure of system reliability evaluation is developed to obtain all of the minimal speed vectors (MSVs) firstly. After obtaining probability distribution by collecting data, the system reliability can be computed by using the recursive sum of disjoint products (RSDP) algorithm. There are two case studies to demonstrate two network models respectively by using the traffic data from National Freeway System of Taiwan.
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CHEN, DAVID, and 陳建智. "DIFFERENTIAL TOLL ON FREEWAY TOLL LANE." Thesis, 1996. http://ndltd.ncl.edu.tw/handle/27055633540301253170.
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碩士國立成功大學
交通管理(科學)學系
84
On the measures of traffic management, the differential fares means through different toll fees to reduce traffic volume. Generally speaking, The implement of differential toll rate on freeway may be based on period of time (peak, off-peak), number of people riding on the car, and toll lane to set up different fare.This research is mainly based on different fares of the toll lane at toll station, and use simulation method to investigate the economical feasibility and the possible impact of differential fares.This research will apply systematic simulation method to analyze the traffic flow. While on the aspect of selecting the toll lanes, it will take descriptive preference method to establish the users'' utility function so as to select the lane on the process of simulation.Having gone through the analysis, this research may have the following conclusions:1. From the utility function we may get the utility monetary value for each car at no-change toll lane is NT$32.77 per unit, while at change toll lane is NT$21.72. And the time value for a car to wait to pay, at no-change toll lane is NT$1.64, while at change toll lane is NT$1.05.2. From the sensitivity analysis we may infer, without extreme jam at the low price lane the best toll charge is between NT$80 to NT$30.3. From the results of this research, we may infer that the proper different toll charge toward the enhance of social welfare(the overall social welfare specified in this research did not deduct the operation cost, i.e. the total of the consumers surplus, the producers surplus, as well as the operation cost etc.,) is beneficial, but it still depends on the traffic flow. To sum up, if not to take the receivable and payable condition into consideration, then the differential fares based on toll lane is feasible.
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Wang, Ching-Hsuan, and 王景玄. "Vehicle Speed Estimation Using Freeway CCTVs." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/p96ktg.
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碩士國立交通大學
網路工程研究所
107
Traffic conditions are closely related to vehicle speeds. When traffic is congested, the vehicle speeds will be severely affected, and vice versa. Therefore, it is very helpful for drivers to know the instantaneous speeds of the traffic ahead. Thanks to new technological advances, Traffic Information Systems (ITS) provide more and more traffic information. For example, CCTV videos can be processed to provide users with instantaneous vehicle speeds. This paper uses the CCTV videos provided by the Taiwan Freeway Bureau to estimate the traffic speeds in the Hsuehshan Tunnel, in order to provide more real-time traffic speed information. For our dataset, we use CCTV videos as inputs, VD measurements of 1-minute mean speeds as the true values, and MAE to evaluate the errors. We use a combined 3DCNN and RNN architecture to learn spatiotemporal features. Finally, a fully-connected layer is used to generate the traffic speed. One of our investigations is to determine the optimal time-span that the 3DCNN should examine. We use four different depths of 3DCNN; the deeper the 3DCNN, the shorter time sequence the RNN learns; the shallower the 3DCNN, the longer time sequence the RNN learns. Our experimental results show that a moderate depth of 3DCNN followed by three-layer Gated Recurrent Units (GRUs) generates the best results. Compared with the existing architectures such as LRCN and single 3DCNN, the MAE of our method is reduced by 11% on average. We have tested on videos of 8 CCTVs, our prediction MAE can be as small as 3 km/hr., which is very accurate for practical traffic information applications. There are two limitations in our research. First of all, we need to build two models to train CCTV data of different frame numbers. Secondly, we only estimate the CCTVs in the Hsuehshan Tunnel. In the future, we hope to overcome these two limitations and make the application more extensive.
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Huang, Shih-Teng, and 黃士騰. "A Model for Estimating Dynamic Flow Movements on Freeway - With the Case of National Freeway NO.5." Thesis, 2009. http://ndltd.ncl.edu.tw/handle/71314044230577031218.
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碩士國立交通大學
交通運輸研究所
97
As development of modern technology, Intelligent Transportation System (ITS) applied related techniques and facilities, become key point of recent progress of traffic. Especially, Advanced Traffic Management System (ATMS) is the core of ITS. ATMS aims to forecast future traffic by utilizing present traffic data, and implements corresponding traffic control and management methods. Therefore, if controllers know where the vehicles on the road are heading, they can forecast future traffic more accurate and make strategies to reduce traffic problems. Due to above-mentioned background, this study focuses on freeway and estimates “dynamic flow movements”, which means “which off-ramp that vehicles on freeway are heading to exit”, and constructs model to estimate it. This estimation model is extended by Lin and Chang’s model (Lin and Chang, 2007) which estimates dynamic freeway origin-destination. The dynamic flow movements estimation model transforms dynamic origin-destination into dynamic flow movements. Lin and Chang’s model assumes that travel time discrepancy among vehicles follows a certain distribution; this study modifies the assumption by transforming speed data into travel time discrepancy. This study also modifies mainline flow equations and parts of Kalman Filter process. This study uses national freeway no.5 as an example and compares mainline flow rates to validate the estimating results. Validation shows that estimation results MAPEs of each time-step are less than 26%, most MAPEs are less than 15%. It means most of the estimation results are “Highly Accurate” or “Good Forecast”, and this model is able to be applied to ATMS.
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Huang, Yi-Ya, and 黃怡雅. "Impacts of Freeway Construction on Local Development─A Case Study of Freeway No.5 and Ilan Area." Thesis, 2008. http://ndltd.ncl.edu.tw/handle/7bnj97.
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碩士國立交通大學
交通運輸研究所
96
Freeway construction has huge impacts on local developments. Among all freeways in Taiwan, freeway No.5 is the first one connecting the east and the west. Also, freeway No.5 has its own uniqueness and takes the responsibility to balance local developments. The past literatures about impacts of freeway in Taiwan were focused on the west, therefore, in order to realize the impacts of freeway No.5 on Ilan area, this study has to conduct survey and analyze survey results systematically. “Simultaneous equation modeling” was applied for analyzing local impacts, which was calibrated by the samples of Nantou and Pingtung villages, towns or cities because they have similar backgrounds to Ilan. The calibrated model was used to Ilan to test its validation. And then, this study simulated what will happen to population and industries under local development plans. With the openness of freeway No.5, population and industries have redistributed among villages, towns and cities. On the other hand, the empirical study also reached that the impacts of freeway No.5 only and combined with other local plans brought about different results of distribution in population and industries. According to the findings, local governments can reach the goal of balanced local development not only by freeway construction but by local policies.
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Sung, Po-Hsun, and 宋柏勛. "Study of Utilizing the Asset Management System into Asphalt Pavement Maintenance of Freeway – Case of Freeway No.3." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/52593799618755803832.
Full textAbstract:
博士國立中央大學
土木工程研究所
98
Asset management is a method that tranferred the assets into cost to management. The main object is that to calculate the value of assets and assess the benefit of investment. When utilized the asset mamagement method on freeway pavement management, it must been founded on assets inventory and historic maintenance. To calculate all the cost of assets could list the value of all the assets. The assets inventory was founded per 20m of lane. In the study, the information of completed projects and asphalt pavement maintenance in the 0K~110K of freeway no. 3 was built up into the assets database. The data of annul rainfall and annul temperature was founded to all the assets by inverse-distance-weight method. The life cycle cost database was built up by calculating all the cost of assets form complete raw data. The asset database is different to pavement management system. It was probed into the reasons and characteristic of asphalt pavement crack by datamining process. Using principal component analysis to analyze the factors of asphalt pavement. Finding the reasons of asphalt pavement cracks and forecasting the crack types by using decision tree. The analysis of time series wan the basis of risk evolate when assessing the assets. The cluster ayalysis of all assets was ustilized to allot the road range of official authorities. The most important work of asset management was assessing the assets. All the assets were analyzed the survival life of all the assets and find out period of the depreciation in the study. It is 8.9 years that the period between newly construction and first maintenance. It is 4.5 years that the period between maintenances. The assess model was set by the two periods. The results cross by the assess model was that the assets serice level was great. The risk analysis was suitable for the choice of asphalt pavement maintenance plan. To analyze the results of time series analysis and the historical maintenance data forecasted the crack types and times. To make a decision maintained the assets or not by the risk analysis model. The road user cost was caused by the delay travel time when the pavement maintenance construction processed. The rate was founded about 5% of maintenance construction cost by the model of road user cost. It is worthy that decreased the cost of road user when making decision of asphalt pavement maintenance plans.
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PAN, LI-HSUN, and 潘麗旬. "Study on Quality Management Process Improvement of National Freeway Roadside Equipment-An Example of Central Region National Freeway." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/53yfrv.
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Yi-MinLin and 林宜民. "The Impact of Newly Constructed Freeway on Tourist's Choice of Recreation Areas—The Case of Suao-Hualien Freeway." Thesis, 2010. http://ndltd.ncl.edu.tw/handle/18771836439556277645.
Full textAbstract:
碩士國立成功大學
都市計劃學系碩博士班
98
The controversy of Suao-Hualien Freeway has been debated many years. On the issue of tourism, the supporter think, the travel time will be reduced by newly constructed freeway, and it will lead to more and more tourists choice recreation areas of eastern region. But the opponent think, for eastern region, the quality of environment was the most important superiority to attract tourist. Suao-Hualien Freeway not only lead to more and more cars, but also impact to the quality of environment. The Department of Transportation has studied the external transportation of eastern region in 2007. Government considered three alternatives, included constructing Suao-Hualien Freeway, improving the road of Suao-Hualien and improving the system of eastern railway. But government's paper still focus on the supply and demand of traffic. For the above reasons, this study comparative the three alternatives from the view of tourist’s choice of recreation areas. Hoping to get new inspiration for the controversy of Suao-Hualien Freeway. The conclusion of this study: (1)It has higher probability, tourists will choice a recreation area that has less travel time or higher quality of environment. But the variable of quality of environment not passed the t test. (2)If tourist’s choice model of recreation areas only used variable of travel time, Suao-Hualien Freeway will be the best alternative to the increase mark’s occupied rate. Other hand, if the model not only used variable of travel time, but also used variable of quality of environment, improving the system of eastern railway will be the best alternative. The impact of Suao-Hualien Freeway will become smaller then before.
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Shaikh, Imtiaz. "Freeway Workzone Capacity and Associated Economic Concepts." Thesis, 2009. http://hdl.handle.net/10012/4191.
Full textAbstract:
Like many other transportation agencies, the Ministry of Transportation Ontario (MTO) is also using the same work zone closure strategies and standards that it has used for decades. However, the lane closure strategies should incorporate the impacts of construction duration and inconvenience to the road users and find the balance where users face minimal inconvenience while contractors have the appropriate amount of time to finish the work and produce a high quality product. In-order to evaluate and assess the appropriate time for lane closures, it is important to estimate the capacity of the lanes. The capacity estimates can help in determining the optimized time for lane closures to minimize the user delays while providing sufficient time for contractors to achieve the desired productivity and quality of work. There are different models, computer Software and wide variety of studies to evaluate and estimate the Workzone Capacity and associated User Delay Costs at workzones. These costs are primarily affected by traffic flows, vehicle speeds, and work zone capacities.
In-view of the above, this study is designed to estimate freeway capacity of construction workzones and discuss the associated user delay costs and economic issues. For this study, the capacity at the work zones was measured as the mean queue discharge flow rate during forced-flow conditions. Forced-flow conditions were defined as congested conditions during which a sustained queue formed. There are several studies and approaches for collecting traffic volume data for estimating workzone capacity. For this study, it was decided to utilize a manual counting method for volume data. This would help provide the visual confirmation of queuing and intensity of work activity at workzones. Six sites located in Southern Ontario, were selected for this study. The data from these sites is used to develop a mathematical model for estimating workzone capacity for Ontario.
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Chang, Jung-cheng, and 張榮成. "The Decreassing Speed Limit Control Of Freeway." Thesis, 1994. http://ndltd.ncl.edu.tw/handle/97156700629541817281.
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Chang, Ruey-Ling, and 張瑞玲. "The Traffic Flow Models of Freeway Bottlenecks." Thesis, 1997. http://ndltd.ncl.edu.tw/handle/21036594763576341906.
Full textAbstract:
碩士國立交通大學
交通運輸研究所
85
Freeways provide exclusively for through movement of traffic at high speed under normal situation. However, whether the bottlenecks are caused by incidents or roadwork, may reduce the capacity of freeway and generate traffic congestion. Soon after an incident happened, if the speed information for the bottleneck could be given to the upstream drivers immediately, which can reduce the emission and fuel consumption, in addition to lowering traffic congestion and travel cost. An analytical procedure to study the effect of freeway bottlenecks is the need for effective traffic control of the road section under construction which is one of the major tasks in the process of freeway construction and maintenance. The purpose of this research is to construct a traffic flow model to describe the characteristics of traffic flow at bottlenecks. In this study, a special case of an uniform two-lane freeway with no entrances or exists, and with bottlenecks is discussed. The mathematical model of the traffic flow describing the dynamic evolution of traffic variables along the normal lane are developed by conservation law and the momentum equation. The models are solved by characteristic method and simulated by adaptive finite difference method. Then, the multilane freeway bottleneck models are extended. Finally, the existence and uniqueness properties of the solutions are also discussed.
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Kurker, Michael Gerald. "Evaluation of freeway work zone merge concepts." Thesis, 2013. http://hdl.handle.net/2152/23640.
Full textAbstract:
Using microsimulation software, with a focus on VISSIM, the analysis of different applications of merge concepts through delay and safety is presented in this thesis. In order to appropriately draw conclusions and usage trends of different merge concepts from the microsimulation software, early merge, late merge, and signal merge were first explored in a thorough literature review. While focusing primarily on delay, queues, and safety, this thesis essentially provides an introduction to determining the ideal merge concept on freeway work zones for varying roadway configurations, roadway conditions, and user demands, among other factors. In addition to delay and queuing analysis completed using VISSIM, the Federal Highway Administration’s Surrogate Safety Assessment Model (SSAM) was used to address the effects of implementing signal merge on rear-end and lane-change conflicts. Compiling the VISSIM microsimulation outputs and SSAM signal merge safety outputs, general conclusions and decisions were provided. While this thesis provides determinations of ideal merge concepts for a variety of cases, it is important for the next researcher to assess some of the assumptions that were made, to ensure that they would not significantly affect the results and analysis.text
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Shiong, Hui-Yin, and 熊慧音. "The Freeway Network Vehicle Route Guidance system." Thesis, 1998. http://ndltd.ncl.edu.tw/handle/46517616207552110285.
Full textAbstract:
碩士國立中央大學
土木工程學系
86
In recent years , with the rapid increase of cars ,it had caused of the LOS of each arterial road lower and lower. Government has also been doing related construction plans and engineerings ofhighways, expected to make transportation more convenient. Thoughthe capacity of highway is limited , the demand of transportation is increasing day by day. Thus the application of transportation management will become an importation thing to do. But, under sucha situation that the complicated structure of highway networks and the variance of traffic conditions, the traffic control became more difficult! Therefore, it''s necessarily to propose a reactive plan to help administrators to carry out each traffic control strategic immediately. The main objective of this research is to discuss how to lead theroad users to avoid congested road in the network, and further more to transfer them to substitutional road system which is under their capacity. Then the whole benefit of traffic streams can be improved, and the road users can get more safe and higher economic benefits. The way of traffic management in this research is "diversion control".By discussing and analysing the basic structure of guiding system, control model , the way and the signs of guideng ,we can develop a complete driving guiding process. Then based on the real network of north Taiwan structures a driving guiding system to provide traffic administrators executing correct stratagems. The result of this research is expected to be useful to internal traffic control, and let the traffic in the network of highway get safer and more convenient .