Academic literature on the topic 'Passenger-car equivalentes'
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Journal articles on the topic "Passenger-car equivalentes"
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Subotić, Marko, Željko Stević, Edis Softić, and Veljko Radičević. "Passenger Car Equivalents on Downgrades of Two-Lane Roads." Baltic Journal of Road and Bridge Engineering 15, no. 4 (September 28, 2020): 152–73. http://dx.doi.org/10.7250/bjrbe.2020-15.499.
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In this paper, empirical research about Passenger Car Equivalents (PCEs) on the longitudinal downgrade of two-lane roads in Bosnia and Herzegovina has been conducted in order to determine the influence of vehicle structure under free traffic flow conditions. The research has been carried out considering the classes of vehicles at cross-sections on the downgrade of two-lane roads. As a result, the negative influence of vehicle structure under free traffic flow conditions using passenger car equivalents (PCEs) has been determined. The results show that on the downgrade of two-lane roads, the value of passenger car equivalent decreases from the level terrain to the boundary minimum value for the determined downgrade g = −3.00%, after which its value starts to increase slightly. Based on the obtained values, the models calibrated with a second-degree polynomial have been developed to determine the average value of passenger car equivalent as a function of its boundary value. The paper also compares the results obtained by the developed models with the models from the Highway Capacity Manual under free traffic flow conditions. In addition, models for the percentage values of PCE15%, PCE50% and PCE85% have been established.
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Li, Hongwei, Yunyue Zhou, Sulan Li, and Hongwei Zhu. "Passenger car equivalents for urban roads using average time headway of car following conditions." Advances in Mechanical Engineering 11, no. 12 (December 2019): 168781401989751. http://dx.doi.org/10.1177/1687814019897511.
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Passenger car equivalents are used to calculate capacity and evaluate service level of urban roads. This article uses the average time headway of different car following conditions to replace the total average time headway of road vehicles, and the proportion of large vehicles to improve the headway method. This article analyzes the influence of several factors such as the proportion of large vehicles, road attributes, and traffic flow on passenger car equivalents, and obtains the following conclusions: (1) the behavior of vehicles crossing the opposite lanes has an important influence on the passenger car equivalents of the road; (2) passenger car equivalents of vertical sections at the center of central isolation belt are different from those at the start of the road; (3) the road attributes affect the passenger car equivalents; and (4) the passenger car equivalents of heavy vehicles on roads that allow two-way crossover are less than the specific value, however, the passenger car equivalents of heavy vehicles in the road segment without two-way crossing-line are greater than the specific value.
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Torbic, Darren, Lily Elefteriadou, Tien-Jung Ho, and Ying Wang. "Passenger Car Equivalents for Highway Cost Allocation." Transportation Research Record: Journal of the Transportation Research Board 1576, no. 1 (January 1997): 37–45. http://dx.doi.org/10.3141/1576-05.
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Existing passenger car equivalent (PCE) values do not necessarily serve the purposes of highway cost allocation well, since their derivation has followed from a need to determine equivalency for traffic operations purposes. Highway cost allocation demands better knowledge of equivalencies among vehicle classes, for a wide range of vehicle types, and under the full range of traffic conditions. There are several possible methods for PCE development and various suggested PCE values, but there is currently no information on the suitability of these methods and estimates for cost allocation purposes. A framework for the development of PCEs is set forth, and some final PCE values for the 20 vehicle types and 30 weight groups that could be used in the current Federal Highway Cost Allocation Study are provided. Using traffic simulation models, PCE values were calculated for each of the 12 facility types for various roadway segments (i.e., grades, length of grade, number of lanes). PCEs were also calculated for high and low traffic volumes for additional flexibility in assigning congestion-related costs. The PCEs obtained for each roadway and traffic condition were combined into a weighted-average PCE value for each vehicle type and highway facility type, reflective of the actual geometric conditions of the entire highway. Weighted-average PCEs were separately calculated for congested and uncongested conditions for two different vehicle percentages.
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Giuffrè, Orazio, Anna Granà, Raffaele Mauro, Ana Bastos Silva, and Sandro Chiappone. "Developing Passenger Car Equivalents for Freeways by Microsimulation." Transportation Research Procedia 10 (2015): 93–102. http://dx.doi.org/10.1016/j.trpro.2015.09.059.
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Fan, Henry S. L. "Passenger car equivalents for vehicles on Singapore expressways." Transportation Research Part A: General 24, no. 5 (September 1990): 391–96. http://dx.doi.org/10.1016/0191-2607(90)90051-7.
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Ambo, Alemayehu, F. R. Wilson, and A. M. Sevens. "Highway cost allocation methodologies." Canadian Journal of Civil Engineering 19, no. 4 (August 1, 1992): 680–87. http://dx.doi.org/10.1139/l92-077.
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Four methodologies of life-cycle highway cost allocation were examined using the province of New Brunswick, Canada, as a case study. The first two methodologies were reported by Wong and Markov. The third methodology was suggested by Rilett et al. The fourth methodology was introduced as part of the research project. It was in line with the procedures practised in public accounts for the construction and maintenance of roads on a continuing basis. The four methodologies were tested using the same data base pertaining to vehicle types; traffic measures (independent vehicle, passenger car equivalents, and equivalent standard axle loads); and costs of construction, maintenance, and rehabilitation. These data were applicable to a major two-lane highway in the study area. Six sites were selected for the case study. An analysis period of 60 years, three traffic growth scenarios, and three pavement design periods were considered. Eleven types of vehicles, comprising passenger cars, light trucks and vans, trucks, buses, and recreational vehicles, were used in the analysis. The assessment of the methodologies resulted in the recommendation of, and the suggestions for, the costing of highways. Key words: equivalent standard axle loads, passenger car equivalents, vehicle count, life-cycle costing, unit costs, accumulated costs, annual costs, discounted costs.
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Li, Shuguang, and Ke Wang. "Estimated passenger car equivalent using backward wave speed." Proceedings of the Institution of Civil Engineers - Transport 169, no. 1 (February 2016): 34–41. http://dx.doi.org/10.1680/jtran.14.00018.
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Geistefeldt, Justin. "Estimation of Passenger Car Equivalents Based on Capacity Variability." Transportation Research Record: Journal of the Transportation Research Board 2130, no. 1 (January 2009): 1–6. http://dx.doi.org/10.3141/2130-01.
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Yeung, Jian Sheng, Yiik Diew Wong, and Julius Raditya Secadiningrat. "Lane-harmonised passenger car equivalents for heterogeneous expressway traffic." Transportation Research Part A: Policy and Practice 78 (August 2015): 361–70. http://dx.doi.org/10.1016/j.tra.2015.06.001.
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Drakopoulos, Alex, and Amjad Dehman. "Field-Derived Freeway Passenger Car Equivalents for Congested Conditions." Transportation Research Record: Journal of the Transportation Research Board 2483, no. 1 (January 2015): 111–19. http://dx.doi.org/10.3141/2483-13.
Full textDissertations / Theses on the topic "Passenger-car equivalentes"
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Carvalho, Luan Guilherme Staichak. "Calibração do modelo de desempenho de caminhões do Vissim." Universidade de São Paulo, 2018. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-18022019-112511/.
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Simuladores de tráfego são ferramentas importantes para planejamento e operação do tráfego, pois permitem avaliar cenários de maneira segura e com baixo custo. Porém, a configuração original desses programas é ajustada para replicar as condições do tráfego observado no país de origem do simulador. Em rodovias, o modelo de desempenho de caminhões tem grande influência no comportamento da corrente de tráfego. No Vissim, todavia, esse modelo simula veículos com melhor desempenho, se comparados aos caminhões brasileiros. Apresenta-se neste trabalho a calibração das funções de aceleração para caminhões do Vissim, utilizando a diferença entre perfis de velocidade simulados e reais como medidas de ajuste. Os perfis de velocidade foram criados a partir de dados de GPS para caminhões que trafegaram ao longo de uma rodovia de pista dupla em relevo ondulado, sob baixo fluxo de tráfego. O ruído na velocidade presente nesses dados foi atenuado por meio de um filtro gaussiano. Determinou-se então o perfil longitudinal da rodovia através dos pontos coletados pelo GPS, de modo a ser possível comparar as velocidades reais e simuladas em pontos preestabelecidos ao longo do trecho. A calibração foi automatizada por meio de um algoritmo genético. Todas as replicações da calibração resultaram em configurações para as funções de aceleração capazes de gerar perfis de velocidade simulados mais próximos dos reais se comparadas à configuração original do simulador. Por fim, um estudo de caso foi usado para demonstrar a necessidade de recalibração do simulador, através da avaliação do impacto causado pela calibração do simulador nos equivalentes veiculares obtidos com dados simulados.Traffic simulators are important tools for traffic planning and operation, as they can be used to perform safe, low-cost scenario evaluation. However, these software\'s default configuration is adjusted to replicate the traffic conditions found in the simulators\' country of origin. The truck performance model heavily impacts traffic behavior in simulations of freeway segments. The default values for Vissim\'s performance model are adjusted for trucks with lower mass/power ratios than typical Brazillian trucks. The objective of the research reported here was to recalibrate Vissim\'s truck acceleration functions using the difference between real and simulated truck speed profiles as goodness-of-fit measures. The speed profiles were created using GPS data obtained from trucks travelling over a four-lane freeway situated on rolling terrain, under low traffic flow. Speed noise was removed from GPS data using a Gaussian filter. The longitudinal profile of the freeway was determined using GPS data, to allow for the comparison of observed and simulated speeds at fixed points along the segment. The calibration procedure was automated and based on a genetic algorithm. Every calibration run provided a configuration for the acceleration functions that reduced the difference between simulated and real speed profiles, if compared to the simulator\'s default configuration. The effects of the truck performance model recalibration were demonstrated by means of a case study focusing on the estimation of passenger-car equivalents for Brazilian trucks travelling on freeways.
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Piva, Fernando José. "Fatores de equivalência de veículos pesados em rodovias de pista dupla." Universidade de São Paulo, 2015. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-14082015-095803/.
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Este trabalho visa avaliar o impacto de veículos pesados na qualidade de serviço de rodovias de pista dupla através de equivalentes veiculares. Para isso, foram feitas estimativas dos fatores de equivalência veicular em rodovias paulistas de pista dupla, com três ou mais faixas de tráfego em cada sentido. Essas estimativas foram obtidas a partir de dados empíricos coletados separadamente para cada faixa de tráfego, em intervalos de curta duração (5 ou 6 minutos). Foram utilizadas 53.655 observações, coletadas em oito estações de monitoramento, nos anos 2010 e 2011. O fator de equivalência foi calculado para cada intervalo através de uma equação obtida a partir do método de Huber, admitindo-se que a qualidade de serviço é a mesma para todas as faixas de tráfego naquele intervalo. Foi considerado como fluxo básico o da faixa da esquerda, nos intervalos em que são detectados apenas automóveis, e fluxo misto o da faixa da direita, em que passam automóveis e caminhões. Os resultados sugerem que: (1) em uma parte signicativa do tempo (52%), a qualidade de serviço não é a mesma em todas as faixas da rodovia; (2) o impacto marginal dos caminhões decresce à medida que a porcentagem de caminhões na corrente aumenta; e (3) as diferenças que existem no fator de equivalência em função do nível de serviço são menos evidentes em rampas mais íngremes, onde o efeito das limitações de desempenho dos caminhões é mais notado. A comparação deste estudo com outras duas pesquisas, em que foram utilizados dados gerados em simuladores de tráfego para estimar os fatores de equivalência, mostrou que as estimativas dos equivalentes veiculares obtidos usando dados empíricos são consistentemente maiores que as obtidas através de simulação.The objective of this study is to evaluate the impact of heavy vehicles on the quality of service on Brazilian expressways (freeways and divided multilane highways), using passenger-car equivalents (PCEs) for heavy vehicles (trucks and buses). PCE estimates for expressways with three or more traffic lanes in each direction were obtained using traffic data collected over short time intervals (5 or 6 minutes) on expressways in the state of São Paulo. A total of 53,655 speed-flow observations, made at eight permanent trac sensor installations during 2010 and 2011, were used in this study. A PCE estimate was calculated for each time interval, using an equation derived from Huber\'s method, based on the assumption that the quality of service is the same across all traffic lanes during the time interval over which the traffic data is collected. Basic flow (passenger cars only) was assumed to be the observed traffic flow on the lane closest to the median, whereas mixed flow (passenger cars and heavy vehicles) was assumed to be the observed traffic flow on the lane closest to the shoulder. The results indicate that: (1) in a signicant portion of the time (52% of the observations) the quality of service is not the same across all traffic lanes; (2) the marginal impact of heavy vehicles decreases as the fraction of heavy vehicles in the traffic stream increases; and (3) the variations in PCE estimates due to the level of service are less evident on steeper grades, where the effect of heavy vehicles\' poorer performance is greater. PCE estimates obtained in this study were compared with PCEs obtained using simulation. The results indicate that PCE from empirical data are consistently higher than those estimated from simulation results.
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Ingle, Anthony. "Development of Passenger Car Equivalents for Basic Freeway Segments." Thesis, Virginia Tech, 2004. http://hdl.handle.net/10919/33951.
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Passenger car equivalents (PCEs) are used in highway capacity analysis to convert a mixed vehicle flow into an equivalent passenger car flow. This calculation is relevant to capacity and level of service determination, lane requirements, and determining the effect of traffic on highway operations. The most recent Highway Capacity Manual 2000 reports PCEs for basic freeway segments according to percent and length of grade and proportion of heavy vehicles. Heavy vehicles are considered to be either of two categories: trucks and buses or RVs. For trucks and buses, PCEs are reported for a typical truck with a weight to power ratio between 76.1 and 90.4 kg/kW (125 and 150 lb/hp). The weight to power ratio is an indicator of vehicle performance. Recent development of vehicle dynamics models make it possible to define PCEs for trucks with a wider variety of weight to power ratios. PCEs were calculated from the relative impact of trucks on traffic density using the simulation model INTEGRATION. The scope of this research was to evaluate PCEs for basic freeway segments for trucks with a broader range of weight to power ratios. Such results should make freeway capacity analysis more accurate for mixed vehicle flow with a non-typical truck population. In addition, the effect of high proportion of trucks, pavement type and condition, truck aerodynamic treatment, number of freeway lanes, truck speed limit, and level of congestion was considered. The calculation of PCEs for multiple truck weight to power ratio populations was not found to be different from single truck weight to power ratio populations. The PCE values were tabulated in a compatible format to that used in the Highway Capacity Manual 2000.Master of Science
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Cunha, André Luiz Barbosa Nunes da. "Avaliação do impacto da medida de desempenho no equivalente veicular de caminhões." Universidade de São Paulo, 2007. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-27112007-094400/.
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Esta pesquisa avaliou o efeito do uso de uma medida de desempenho alternativa à densidade no cálculo dos fatores de equivalência para caminhões típicos em rodovias de pista dupla do estado de São Paulo. A medida de desempenho investigada foi a velocidade dos automóveis e os fatores de equivalência foram calculados pelo método do equivalente médio, que considera mais de um tipo de caminhão na corrente de tráfego, representa melhor a interação entre caminhões e permite o uso de simulação de tráfego para determinação dos equivalentes. Como este método de cálculo considera uma composição fixa de caminhões, o tráfego de caminhões em rodovias paulistas de pista dupla foi caracterizado em função de dois aspectos: (1) o fluxo veicular em dias úteis típicos e (2) o desempenho das configurações de caminhões, a partir da relação massa/potência. O modelo de simulação utilizado nesta pesquisa foi o CORSIM, o mesmo modelo usado no HCM-2000. Para tanto, o CORSIM foi calibrado para as condições observadas em rodovias paulistas de pista dupla. A calibração foi realizada em duas etapas, ambas baseadas em algoritmos genéticos: a primeira etapa focou no modelo de locomoção dos caminhões, resultando erros médios da ordem de 5%; a segunda visou à lógica de car-following, que define o comportamento dos motoristas. A versão calibrada do CORSIM para as condições paulistas apresentou erros médios de 6,32% na calibração e de 6,58% na validação. Os equivalentes veiculares foram calculados para diferentes magnitudes de greides, comprimentos de rampas, porcentagens de caminhões, velocidade de fluxo livre e níveis de serviço, tanto para a velocidade dos automóveis como para a densidade. Como resultado final, observou-se que o uso da velocidade dos automóveis como medida de desempenho implica em equivalentes veiculares muito elevados. Desta forma, a capacidade de tráfego e o nível de serviço estimado utilizando estes equivalentes foram piores do que utilizando os equivalentes veiculares obtidos com a densidade como medida de desempenho.The objective of this research was to evaluate the use of a measure of impedance alternative to density to obtain passenger-car equivalence factors for typical trucks on multilane highways in the state of São Paulo. The impedance investigated was the passenger-car speed, and the equivalence factors were obtained through the average equivalent method since it considers different types of trucks within the traffic flow, is capable to represent interactions among trucks adequately, and allow the use of traffic simulation. Since the estimation method employed is based on a fixed truck population, the truck flow on multilane highways in the state of São Paulo was characterized based on two aspects: (1) a typical traffic flow, considering the traffic flow on typical weekdays, (2) the truck performance based on mass/power ratio. The simulation model employed was CORSIM, the same model used in the HCM-2000, and it was calibrated for the conditions observed in multilane highways in the state of São Paulo. The calibration was carried out using genetic algorithms and involved two steps. The first one focused on the truck motion model and produced average errors around 5%. The second one focused on the car-following logic that defines the drivers\' behavior. The CORSIM calibrated for the state of São Paulo highways produced average errors of 6.32% at the calibration stage and average errors of 6.58% at the validation stage. Passenger-car equivalents were calculated for different grade levels, grade lengths, trucks percentages, free-flow speeds and leves of service using passenger-car speed and density as the impedance measure. It was observed that, when compared to density, the use of passenger-car speed as a measure of impedance results in higher values for the equivalence factors. It means smaller capacities and worse estimates for level of service.
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Hidayati, Nurul. "The impact of the school safety zone on passenger car equivalent values in Indonesian urban roads." Thesis, University of Leeds, 2013. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.634446.
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In heterogeneous traffic analysis, traffic flow is measured by converting the values of different vehicle types using Passenger Car Equivalents (PCE) values. School Safety lone (ZOSS) facilities were provided by Indonesian Government to improve the safety of pedestrian by controlling the speed of vehicles near primary schools located around the main road. The effect of school locations around the main street is the presence of roadside activities such as pedestrians, private vehicles stopped, and bus stops. This condition will affect the traffic flow. The objectives of this research were to develop the model of PCE values for Indonesian urban roads equipped with ZOSS, and to determine how much the lOSS changes the PCE values. The surveys were conducted in 9 roads, in Surakarta, Sragen, and Y ogyakarta. Each road was divided into 4 loci corresponding to the locations of camcorder, i.e. Locus B (before), Locus l (at zebra crossing), Locus A (after) and Locus 0 (outsideZOSS area). Road segment was used to see the changes that might occur in 9 different locations, while locus was used on the same road but at certain point were equipped with a relevant facility of lOSS. This research has used the speed ratio method which expressed the ratio between the average speed of a vehicle type and the average speed of cars. This variable was combined with the percentage and a dimension ratio of each vehicle type, as well as with a measure of side friction. The recommended model was modified based on the Speed-Based Method referring to the Indonesian Highway Capacity Manual.
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Ramsay, Euan Douglas. "Assessment and reduction of the impacts of large freight vehicles on urban traffic corridor performance." Queensland University of Technology, 2007. http://eprints.qut.edu.au/16424/.
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Increasing demand for road freight has lead to a widespread adoption of more-productive large freight vehicles (LFVs), such as B-Doubles, by Australia's road freight industry. Individual LFVs have a greater potential to impact traffic efficiency through their greater length and poorer longitudinal performance. However, this is offset to an extent as fewer vehicles are required to perform a given freight task on a tonne-km basis. This research has developed a means of characterising the effects that large freight vehicles have on the performance of an urban arterial corridor managed by signalised intersections. A corridor-level microsimulation model was developed from first principles, which modelled the longitudinal performance of individual vehicles to a greater accuracy than most existing traffic simulation software does. The model was calibrated from traffic counts and GPS-equipped chase car surveys conducted on an urban arterial corridor in Brisbane's southern suburbs. The model was applied to various freight policy and traffic management scenarios, including freight vehicle mode choice, lane utilisation and traffic signal settings; as well as the effectiveness of green time extension for approaching heavy vehicles. Benefits were able to be quantified in terms of reduced travel times and stop rates for both heavy and light vehicles in urban arterial corridors.
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Lennie, Sandra Christine. "Assessing the spatial impacts of multi-combination vehicles on an urban motorway." Queensland University of Technology, 2005. http://eprints.qut.edu.au/16066/.
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Multi-combination vehicles (MCVs) in urban areas impact on productivity, safety, infrastructure, congestion and the environment. However, psychological effects of MCVs on other drivers may also influence the positioning of vehicles and congestion. A literature review revealed little information on the psychological effects of heavy vehicles on other road users. This research can be used to quantify some psychological impacts of MCVs.
A testing program was undertaken on the Gateway Motorway to observe passenger car behaviour around MCVs in a lateral and longitudinal sense. Video footage was collected on a four lane divided urban motorway section which was level, straight and away from any off/on ramps. It experiences high traffic volumes with a one-way AADT of approximately 33,500. The route is currently designated for B-doubles, which is the most common MCV in urban areas.
In a lateral sense, the research showed that passenger car behaviour changes around heavy vehicles (prime mover semi-trailer combination and B-doubles); however, there is no statistical difference in passenger car behaviour around semi-trailers and B-doubles. Longitudinally it was found that, even though passenger cars shy away from B-doubles more than semi-trailers, B-doubles are still more efficient in a spatial sense since they carry more freight.
The outcomes of this research indicate that there is no further psychological impact on passenger cars, when travelling around B-doubles compared with semi-trailers. Where the results identified longitudinal behaviour changes, it was still concluded that B-doubles were more efficient at transporting freight when the passenger car equivalent (PCE) per tonne of freight was considered.
Tracking ability testing was undertaken in a rural area to determine the lateral spatial requirements of three different MCVs. The rural testing was considered appropriate since parts of the urban network have similar characteristics to rural networks. A model was developed as a part of this project to process the data collected by Haldane (2002), but results could not be relied upon due to poor quality data.
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Huang, Yu-Lun, and 黃郁倫. "Analysis of Passenger Car Equivalent of Scooter for Signal Timing Design." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/e5xt9j.
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碩士國立臺灣大學
土木工程學研究所
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Mixed traffic flow is the specific characteristic for Taiwan and some Southeast Asian countries. Besides, the scooter is the main transportation mode in these countries. The driving behavior of the scooter is quite different from that of the car. For example, the scooter will filter between lanes and vehicles rather than follow the lane discipline. In the consideration of the driving safety and driving efficiency, there are specific road designs for the driving behavior of the scooter in domestic. The road designs cause the specific departing property of the scooter and also create the mixed traffic flow different from some Southeast Asian countries for Taiwan. It is common that the heterogeneous traffic flow is converted into homogeneous traffic flow by Passenger Car Equivalent (PCE). In the past, the factors which can indicate the driving behavior are used to estimate Passenger Car Equivalent of scooter which are traffic speed, occupied space, headway, and so on. However, it is few to estimate the Passenger Car Equivalent of scooter considering the signal timing design. The appropriate signal timing can not only reduce the conflict and delay in the intersection effectively, but also improve the performance of the intersection and the driving efficiency. Among the signal timing design, traffic flow will be one of the vital considerations. Therefore, the estimation of Passenger Car Equivalent of scooter is quite important to the signal timing. The right Passenger Car Equivalent of scooter can bring the correct green-split demand for each direction or each movement and design the most appropriate signal timing. In this study, the data of the departure time for the stop queue is collected for constructing the Green-Split Demand Model (G-D model) under different traffic conditions and estimating the Passenger Car Equivalent of scooter based on Green-Split Demand Model. Moreover, the different Passenger Car Equivalent of scooter by the different traffic conditions are considered in this study. Besides, there are three kinds of regression models which are the simple linear regression model, the nonlinear regression model with the exponential distribution, and the quadratic regression model. It is found that the most of traffic conditions are more suitable to the nonlinear regression models and the quadratic regression models which means that the relationship between the amount of scooters and cars should vary by the different traffic conditions. It is concluded that the Passenger Car Equivalent of scooter should be a varied value. In this study, the estimated models for the Passenger Car Equivalent are constructed by the estimated values of Passenger Car Equivalent from the most appropriate regression model. By the estimated models, the Passenger Car Equivalent of scooter can be estimated based on different traffic conditions and those values are applied to the successive design for the signal timing. In this study, the critical movement signal re-timing method based on the cycle length and the critical movement signal re-timing method based on the green-split demand are planned based on the concept of Critical Movement Method. The critical movement signal re-timing method based on the cycle length calculates the most appropriate cycle length by Webster-Cobbe Formula and distributes the green-split by the critical movement. The critical movement signal re-timing method based on the green-split demand calculates the green-split demand required by each movement by Green-Split Demand Model and also distributes the green-split by the critical movement. The microscopic traffic simulation software, VISSIM, is used to construct the road environment with the signal re-timing programs and the average stop delay and the degree of saturation are used to be the performance indicators. It is found that the signal re-timing method with the Passenger Car Equivalent of scooter estimated by the regression model based on each intersection can not only reduce the average stop delay of the intersection, but also satisfy the green-split demand of each direction and each movement. Therefore, the result indicates the considerations of the departure time of stop queue can show the property of the starting waiting zone which can depart substantial amounts of scooter in a short period. Besides, the varied Passenger Car Equivalent of scooter for different traffic condition is essential to the signal timing design. The suggested values of Passenger Car Equivalent are given in the traffic conditions with the different total departure time in the mixture lane and the different mixture rates. The value of Passenger Car Equivalent should be 0.00 to 0.10 when the total departure time in the mixture lane is lager than 50 seconds and the mixture rate is lager than 50%. The value of Passenger Car Equivalent should be 0.10 to 0.15 when the total departure time in the mixture lane is lager than 50 seconds and the mixture rate is smaller than 50%. The value of Passenger Car Equivalent should be 0.15 to 0.20 when the total departure time in the mixture lane is between 30 to 50 seconds and the mixture rate is larger than 30%. The value of Passenger Car Equivalent should be 0.20 to 0.30 when the total departure time in the mixture lane is between 30 to 50 seconds and the mixture rate is smaller than 30%. The value of Passenger Car Equivalent should be 0.20 to 0.30 when the total departure time in the mixture lane is smaller than 30 seconds.
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Chitturi, Madhav Vijaya. "Methodology for development of delay-based passenger car equivalents of heavy vehicles in work zones /." 2007. 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:3290203.
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Thesis (Ph.D.)--University of Illinois at Urbana-Champaign, 2007.Source: Dissertation Abstracts International, Volume: 68-11, Section: B, page: 7508. Adviser: Rahim F. Benekohal. Includes bibliographical references (leaves 216-222) Available on microfilm from Pro Quest Information and Learning.
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Ferreira, Rita Alexandra da Cruz Braz. "Avaliação da influência dos veículos pesados no desempenho operacional da infraestrutura rodoviária, recorrendo a técnicas de microssimulação." Master's thesis, 2017. http://hdl.handle.net/10316/82902.
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Dissertação de Mestrado Integrado em Engenharia Civil apresentada à Faculdade de Ciências e TecnologiaO tráfego rodoviário é caraterizado por um grande número de diferentes tipos de veículos, e, devido às suas caraterísticas físicas e mecânicas, têm diferente influência no desempenho da infraestrutura rodoviária. Devido às suas dimensões e relação peso/potência, os veículos pesados caracterizam-se habitualmente pela prática de velocidades inferiores às do tráfego de veículos ligeiros, sendo esse efeito particularmente agravado em rampas ascendentes de elevada inclinação. Tal característica reflete-se habitualmente na redução da capacidade e dos níveis de serviço associados às rodovias. Importa assim compreender, quais os fatores que afetam o desempenho dos veículos pesados. O objetivo deste estudo é avaliar o impacto dos veículos pesados na qualidade de serviço de correntes de tráfego, a partir de estimativas de fatores de equivalência, usando modelos de microssimulação e tendo por base as condições de circulação. O trecho analisado corresponde a um segmento de autoestrada, e através do simulador AIMSUN foi possível controlar as características da estrada, do tráfego, dos veículos e dos condutores. Os dados da simulação permitiram desenvolver as relações entre as variáveis escolhidas, para calcular os fatores de equivalência, comparando um tráfego apenas com veículos ligeiros com um tráfego misto. Neste estudo concluiu-se que o efeito dos veículos pesados diminui com o aumento da percentagem de veículos pesados, e aumenta com a variação do nível de saturação, uma vez que para volumes mais baixos há menos interação entre os veículos. Também se verificou um aumento do efeito dos veículos pesados com o aumento da inclinação e da extensão do trecho inclinado, devido à sua relação peso/potência.
Road traffic is characterized by a large number of different types of vehicles and, due of their physical and mechanical characteristics, have different influence on the performance of road infrastructure. Due to their size and weight / power ratio, heavy vehicles are usually characterized by lower speeds than passenger car, and this effect is particularly aggravated by steep upgrades. This characteristic is usually reflected in the reduction of capacity and service levels associated with highways. It matters that, which are factors that affect the performance of heavy vehicles. The objective of this study is the impact of heavy vehicles on the quality of service of traffic streams, from equivalence models, using microsimulation models and based on conditions of circulation. The section analyzed corresponds to a segment of freeway, and through the AIMSUN microsimulator, it was possible to control the characteristics of road, traffic, vehicles and drivers. The simulation data were allowed as the relationships between variables, to calculate the equivalence factors, comparing a fleet of passenger cars only with a mixed fleet. In this study, we conclude the effect of heavy vehicles: decrease with increase of percentage of heavy vehicles; increase with increase of saturation level, because for lower volumes there is less interaction between vehicles. There was also an increase in the effect of heavy vehicles with increase of level grades and grade length due to weight / power ratio.
Book chapters on the topic "Passenger-car equivalentes"
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Roess, Roger P., and Elena S. Prassas. "Passenger Car Equivalents and Other Adjustment Factors." In The Highway Capacity Manual: A Conceptual and Research History, 77–117. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-05786-6_4.
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Wang, Xu, Weiwei Qi, and Mina Ghanbarikarekani. "Estimation of Heavy Vehicle Passenger Car Equivalents for On-Ramp Adjacent Zones Under Different Traffic Volumes: A Case Study." In Intelligent Interactive Multimedia Systems and Services, 338–46. Cham: Springer International Publishing, 2018. http://dx.doi.org/10.1007/978-3-319-92231-7_35.
Full textConference papers on the topic "Passenger-car equivalentes"
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Do, Ngoc-Hien, Quynh-Lam Le Ngoc, and Ki-Chan Nam. "An Estimation Of Passenger Car Equivalent Of Motorbikes." In 24th European Conference on Modelling and Simulation. ECMS, 2009. http://dx.doi.org/10.7148/2001-0098-0103.
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Do, Ngoc-Hien, Quynh-Lam Le Ngoc, and Ki-Chan Nam. "An Estimation Of Passenger Car Equivalent Of Motorbikes." In 24th European Conference on Modelling and Simulation. ECMS, 2010. http://dx.doi.org/10.7148/2010-0098-0103.
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Liu, Juanjuan. "Study on Passenger Car Equivalents Based on the Emissions." In International Conference of Logistics Engineering and Management (ICLEM) 2010. Reston, VA: American Society of Civil Engineers, 2010. http://dx.doi.org/10.1061/41139(387)91.
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Jili, Xu, Zhang Chang, Liu Wei, and Zhang Huiling. "Study on the Passenger Car Equivalent at Signalized Intersection." In 2012 Fifth International Conference on Intelligent Computation Technology and Automation (ICICTA). IEEE, 2012. http://dx.doi.org/10.1109/icicta.2012.129.
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Shuguang, Li, and Wang Ke. "The estimation of passenger car equivalent for highway under oversaturated conditions." In 2015 International Conference on Transportation Information and Safety (ICTIS). IEEE, 2015. http://dx.doi.org/10.1109/ictis.2015.7232073.
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Li, Chen, Zhiyong Zhang, Junbin Xu, Kewen Wang, and Yujin Li. "Study of ETC Lane Traffic Capacity Based on Passenger Car Equivalent." In The Twelfth COTA International Conference of Transportation Professionals. Reston, VA: American Society of Civil Engineers, 2012. http://dx.doi.org/10.1061/9780784412442.047.
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Talamini, Brandon, Benjamin Perlman, and Jeff Gordon. "Development of a Standard for New Passenger Car Wheel Designs." In ASME 2006 International Mechanical Engineering Congress and Exposition. ASMEDC, 2006. http://dx.doi.org/10.1115/imece2006-14735.
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The American Public Transportation Association (APTA) is seeking to develop specifications to ensure that wheels used in transit and commuter applications perform safely under the service conditions to which they are exposed. To this end, a design standard has been conceived to ensure that new wheel designs proposed for such applications are not susceptible to fatigue cracking in the wheel plate and hub. Historically, the Association of American Railroads (AAR) Standard S-660 has been applied in the industry for the purposes of qualifying wheel designs for use in passenger applications. The standard stipulates particular loads to apply in a simple finite element analysis of the new wheel design. The basis for approval is an empirical comparison (by an independent third party) of the results with those in a database of previous analysis results of other qualified wheels. The proposed "S-660 equivalent" design standard is envisioned to be self-qualifying, in that results of the analysis will directly determine whether the wheel design will perform safely in service; a review or approval body will not be required. The new standard is needed to overcome limitations embodied in the current wheel qualification process, namely, the assumption of purely elastic material behavior, the omission of residual stresses due to manufacturing, and the use of comparative approval criteria. The Union Internationale des Chemins de Fer (UIC) introduced a wheel design requirement based on finite element analysis, the results of which are subjected to a fatigue criterion in order to achieve acceptance of the wheel design. As in the current S-660 methodology, a set of thermal and mechanical loads are prescribed. This methodology is essentially self-qualifying as the results of the analysis (obtained following a prescribed procedure) determine whether the wheel design will perform safely in service. The proposed design standard is envisioned to be a combination of the current S-660 analysis requirements and the fatigue calculation-based approach of the UIC. The task force developing the standard is still resolving the specific details of the thermal and mechanical loading requirements. This paper explores the underlying methodology behind the developing standard. A finite element calculation forms the basis of the qualification procedure. Initial (asmanufactured) residual stresses present in a new wheel are determined. Mechanical and thermal loading representative of passenger operations are applied. The analysis yields three characteristic stress distributions: as-manufactured, mechanical, and thermal. The Sines criterion, with temperature-dependent material fatigue properties obtained from testing, is applied to infer whether the candidate wheel design is fatigue-prone. Results are presented for a wheel design currently in transit/commuter service. The APTA committee is currently investigating the thermal and mechanical load levels to be prescribed in the proposed standard.
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Carolan, Michael, Benjamin Perlman, David Tyrell, and Jeff Gordon. "Crippling Test of a Budd M-1 Passenger Railcar: Test and Analysis Results." In 2014 Joint Rail Conference. American Society of Mechanical Engineers, 2014. http://dx.doi.org/10.1115/jrc2014-3824.
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The Federal Railroad Administration’s (FRA) Office of Research and Development is conducting research into the occupied volume integrity (OVI) of passenger railcars. OVI refers to a passenger railcar’s ability to preserve space for passengers and crew during accident loading conditions. The information developed in this research program will form the basis for establishing alternative OVI evaluation procedures. These alternative procedures, in turn, will allow a wider variety of passenger railcar designs to have their OVI evaluated, will provide guidance for applying modern engineering technologies, such as finite element analysis (FEA), and will continue to ensure a level of safety in evaluated vehicles equivalent to conventional evaluation. As part of this research program, two tests and corresponding FEA were conducted on a Budd M-1 passenger railcar that had been retrofitted with crash energy management (CEM) components on both ends. This testing and analysis program was sponsored by FRA and carried out by Transportation Technology Center, Inc. (TTCI), Arup, and the Volpe Center. An 800,000 pound load test was conducted on March 13, 2013 and was intended to elastically deform the car. The data generated during this test were, in turn, used to validate FE models of the M-1 car. The second test was performed on July 17, 2013. This test introduced loads into the occupant volume through its CEM attachment points until the ultimate, or crippling, load was reached. By loading the occupant volume through the CEM components, the test load path is similar to the load path that would be traveled by collision loads during activation of the CEM system. This paper presents the results of the crippling test, discusses the sequence of buckling that was observed to occur in the test, and compares the results of the test with the results from FEA of the test conditions. During the crippling test, the car exhibited a crippling load of 1.1 million pounds. This value is consistent with crippling loads reached by two Budd Pioneer cars that were previously tested in an FRA program. The buckling sequence of the members making up the M-1’s occupant volume were particularly well-captured by strain gages during this most recent test. The load path through the occupant volume and the sequence of progressive buckling of structural members is discussed. Additionally, the presence of existing damage and previously-repaired areas and their likely effects on the crippling behavior of the car are discussed.
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Llana, Patricia G. "Structural Crashworthiness Standards Comparison: Grade-Crossing Collision Scenarios." In ASME 2009 Rail Transportation Division Fall Technical Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/rtdf2009-18030.
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In support of the Federal Railroad Administration’s (FRA) Railroad Equipment Safety Program, American and European grade-crossing collision scenarios were evaluated and compared. Finite element analyses (FEA) were employed to subject an FRA-compliant passenger car to grade-crossing collision scenarios defined in both the proposed FRA Code of Federal Regulations (CFR) and European Standard (EN) 15227. The proposed FRA collision scenario involved a single car impacted by a cart. The cart had a punch mounted to it to hit a specific post of the end frame of the car. The EN 15227 collision scenario involved a complete train consist impacting a large deformable obstacle that approximates a lorry. The analyses show that these collision scenarios, while both grade-crossing scenarios, are very different not only in terms of the impact object and the amount of initial kinetic energy involved, but also in terms of how the car is loaded and deformed during impact. The FRA scenario is shown to be easier to analyze as well as easier to test than the EN 15227 scenario. Additionally, the FRA scenario is safer to test because of the levels of initial energy involved. The FRA scenario also provides clearer metrics of success. The FRA-compliant car utilized in the analyses and test conducted for this paper passed both FRA and EN 15227 grade-crossing collision scenarios according to the requirements for each respective standard. However, the analyses show that despite both scenarios providing for energy absorption in a grade-crossing collision, because the manner in which the car is loaded and deformed (concentrated vs. distributed) is different, the FRA performance standard and EN 15227 grade-crossing collision scenarios are not equivalent and mutual compliance is not guaranteed.
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Carolan, Michael, and Michelle Priante Muhlanger. "Strategy for Alternative Occupant Volume Testing." In ASME 2009 Rail Transportation Division Fall Technical Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/rtdf2009-18025.
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This paper describes plans for a series of quasi-static compression tests of rail passenger equipment. These tests are designed to evaluate the strength of the occupant volume under static loading conditions. The research plan includes a detailed examination of the behavior of conventional equipment during the 800,000-pound buff strength test. The research will also include a demonstration of an alternative static test that is designed to load and test the occupant volume at a location other than the buff lugs. The alternative test will demonstrate a testing and evaluation method for the occupant volume strength of passenger rail cars that accounts for the collision load path through the occupant volume. Per current Federal Railroad Administration (FRA) regulations, all passenger cars must support an 800,000-pound static load applied to the car’s line of draft without undergoing permanent deformation. However, more operators are looking to introduce equipment built to foreign standards. Many international manufacturers are implementing alternative designs that make use of crash energy management design features, articulated truck designs that span two cars, and low floor designs. These changes in the form and function of the designs require alternative means of applying a compressive load to assess occupant volume strength. FRA has reviewed several proposed alternatively designed equipment under requests for waivers for specific corridors of operation. Because the number of requests has increased significantly, FRA is trying to establish reasonable alternative means for assessing adequate and equivalent occupant volume strength to conventional equipment. This paper proposes an alternative static test procedure that will provide a means of evaluating a similar level of occupant volume integrity and passenger protection during a collision. The test will allow for greater design variation for newer rail cars and cars built to foreign standards. For the alternative test, the load may be introduced through the available structure at the floor level and at the roof level. These loading locations will enable the load to be applied directly into key longitudinal members in the load path of collision loads through the occupant volume. Finite element models are used before testing to determine appropriate alternative load levels and locations. The test article is a modified Budd Pioneer car. No significant modifications are planned for the longitudinal members of the car, or for the occupant volume.