Dissertations / Theses on the topic 'Interchanges and intersection'

Disagreements regarding to what degree right-turn lanes improve or worsen the safety of intersections and driveways provided the motivation and the need for this study. The objectives of this study were to: a) carry out an in-depth study to determine the safety impacts of right-turn movements in different contexts, and b) develop safety-based volume warrants for right-turn lanes if safety indeed improves. Lack of adequate study on the applicability of past warrants and guidelines for the specific context of right-turn movements made from major uncontrolled approaches at unsignalized intersections, and particularly driveways, on two-lane roadways provided the scope for this study. Five-year historical data of statewide traffic crashes reported on Minnesota's twolane trunk highways were analyzed using binary/multinomial logistic regressions. Conflicts due to right turns were analyzed by fitting least squares conflict prediction models based on the data obtained from field surveys and traffic simulations. The safety impacts of rightturn lanes were determined through crash-conflict relationships, crash injury severity, and crash and construction costs. The study found that the probabilities of right-turn movement related crash ranged from 1.6 to 17.2% at intersections and from 7.8 to 38.7% at driveways. Rear-end, samedirection- sideswipe, right-angle and right-turn crash types constituted 96% of right-turn movement related crashes. Rear-end crash probabilities varied from 13.7 to 46.4% at approaches with right-turn lanes and from 37.9 to 76.9% otherwise. The ratios of rearend/ same-direction-sideswipe crashes to conflicts were 0.759 x 10-6 at approaches with right-turn lanes and 1.547 x 10-6 otherwise. iv Overall, right-turn lanes reduced right-turn movement related crash occurrences and conflicts by 85% and 80%, respectively. Right-turn lanes also reduced crash injury severity, hence, reducing the economic cost by 26%. Safety benefits, in dollars, realized with the use of right-turn lanes at driveways were 29% and 7% higher compared to those at intersections at low and high speed conditions respectively for similar traffic conditions. Depending on roadway conditions, interest rate and construction costs, the safety-based volume thresholds ranged from 3 to 200 right turns per hour during the design hour at intersection approaches, and from 2 to 175 right turns at driveway approaches.
Civil and Environmental Engineering
College of Engineering

There is increased interest in building modern roundabouts in Georgia and in the United States because of the safety and operational benefits that can be realized from this type of intersection. With this interest comes the increasing need to be able to estimate the capacity that a roundabout can provide after it is built. In the early 2000s, a National Cooperative Highway Research Program (NCHRP) study was conducted that, among other tasks, developed single-lane and multi-lane roundabout capacity estimation equations. These equations, presented in the Highway Capacity Manual 2010 (HCM 2010), can be calibrated using locally determined values of follow-up headway and critical headway. This study was designed to calibrate the HCM 2010 roundabout capacity equation for single-lane roundabouts to driving conditions in Georgia. In order to develop estimates of the calibration parameters, video imagery was recorded for 13 approaches at six roundabouts in Georgia for approximately two hours during the peak period. A total of 29.5 hours of video was recorded. Data from three of these roundabouts forms the basis of this thesis. The videos were processed by a Java program to collect time stamps that were subsequently used in Microsoft Excel to calculate the follow-up and critical headway values required for calibration. The values of critical headway and follow-up headway that were found from the video data are presented in the results as well as the single-lane capacity equations calibrated from the data. Two types of analysis were done, one that includes exiting vehicles and one that does not include exiting vehicles. When exiting vehicles were excluded, the weighted average of follow-up and critical headway were found to be 3.46 and 4.17 seconds respectively and when exiting vehicles were included in the analysis the weighted averages of the follow-up and critical headway were found to be 2.80 seconds and 3.34 seconds respectively. It was found that exiting vehicles do have an impact on the operations at the roundabout in most cases, and including exiting vehicles in the analysis tends to increase the capacity predicted by the calibrated equations.

As the modern roundabout continues to grow in popularity within the United States, more states are considering or implementing statewide roundabout programs and policies. To assist states with the implementation of statewide roundabout programs and policies, an analytical review of statewide roundabout programs and policies was conducted through an examination of literature, interviews, and data pertaining to the construction of roundabouts. The roundabout policy type for each state and the District of Columbia was located, and assigned to a roundabout policy type based on the strength of the identified policy type. In addition, a series of per capita analyses of the statewide roundabout policies was performed, as was a qualitative SWOT (Strengths, Weaknesses, Opportunities and Threats) analysis. The results of the analysis show that the strength of a statewide roundabout policy is correlated to the number of roundabouts in a state, and states should consider implementing or strengthening their policies if they seek to expand the use of roundabouts in their jurisdiction. In addition, the perception of roundabouts, both by the general public and internal to the state DOTs, also continues to hinder the further implementation of roundabouts, and education should be utilized to minimize these obstacles. Furthermore, states should utilize identified successful implementation procedures, and should be cognizant of reasons for implementation failure, as they pursue the further use of roundabouts by their agency.

This diploma thesis deals with the proposal of an alternative solution to the intersection of Mohelnice North crossroads. It compares the current junction design, which is considered inappropriate, with two new proposals for circular intersections. The aim of the thesis is to propose the resultant junction cheaper, smaller and simpler for users.

The subject of master´s thesis is a variant solution VMO processing segment in Brno - the south, in the area approximately bounded by streets Heršpická - Marian Square - Faměr Square and the south of the motorway D1. The solution was based on the fact that it will be implemented reconstruction of the railway junction in Brno (ŽUB) and thus is released today Přerovka corridor route. Route VMO will be conducted on the embankment of Přerovka and will be processed two variants. As an alternative A - VMO connection with D1 and the route Bratislava radial (see Urban Plan MB). As an alternative B - route run as the Bratislava tangent and Brno from MUK - south along the street Ráječek to Hájecká. Technical level of processing route VMO and routes radial and the tangent is considered as the search study with solutionof fundamental trace elements.

In the last several years, there has been growing worldwide interest in making streets safer for all users--pedestrians, cyclists, and motorists. One approach, shared space, is a traffic calming technique as well as urban design concept. This technique strives to fully integrate the roadway into the urban fabric by removing elements such as lane markings, curbs, and traffic signs. By removing these elements and creating a more plaza-like space, these sites become ambiguous and no user group as priority. The technique is relatively new, and the majority of existing research concerns pedestrians only. This mixed methods research focused on six intersections in England with the goal of understanding how bicycle riders perceive and travel through shared space intersections. Using video observations of the six sites in three cities, three shared and three control, this project analyzed the variations in the paths cyclists rode through the intersections. Data were collected on several variables related to both the cyclists and their interactions with the site itself such as helmet use and riding through crosswalks. Path analysis required the development a new evaluative variable in order to compare individual paths by how much deviation there was in each path ridden as compared to other cyclists. Site-specific surveys addressed the perceptions, bicycling experience, demographics, and path and route preferences by cyclists at both shared space and control intersections. The analysis indicated that cyclists rode similarly through both shared and control intersections, and that a large percentage of riders preferred to ride farther from motor vehicles when given the space to do so. This project offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice. Results indicated that, in these cases, shared space was not the panacea for nonmotorized users as some literature suggests, but nonetheless appeared to be a valid form of traffic calming. This research offered further insight in how to best design shared space projects for nonmotorized users by looking at the spatial layout and the elements that most influenced a rider’s path choice.

Disagreements regarding to what degree right-turn lanes improve or worsen the safety of intersections and driveways provided the motivation and the need for this study. The objectives of this study were to: a) carry out an in-depth study to determine the safety impacts of right-turn movements in different contexts, and b) develop safety-based volume warrants for right-turn lanes if safety indeed improves. Lack of adequate study on the applicability of past warrants and guidelines for the specific context of right-turn movements made from major uncontrolled approaches at unsignalized intersections, and particularly driveways, on two-lane roadways provided the scope for this study. Five-year historical data of statewide traffic crashes reported on Minnesota?s twolane trunk highways were analyzed using binary/multinomial logistic regressions. Conflicts due to right turns were analyzed by fitting least squares conflict prediction models based on the data obtained from field surveys and traffic simulations. The safety impacts of rightturn lanes were determined through crash-conflict relationships, crash injury severity, and crash and construction costs. The study found that the probabilities of right-turn movement related crash ranged from 1.6 to 17.2% at intersections and from 7.8 to 38.7% at driveways. Rear-end, samedirection- sideswipe, right-angle and right-turn crash types constituted 96% of right-turn movement related crashes. Rear-end crash probabilities varied from 13.7 to 46.4% at approaches with right-turn lanes and from 37.9 to 76.9% otherwise. The ratios of rearend/ same-direction-sideswipe crashes to conflicts were 0.759 x 10^6 at approaches with right-turn lanes and 1.547 x 10^6 otherwise. Overall, right-turn lanes reduced right-turn movement related crash occurrences and conflicts by 85% and 80%, respectively. Right-turn lanes also reduced crash injury severity, hence, reducing the economic cost by 26%. Safety benefits, in dollars, realized with the use of right-turn lanes at driveways were 29% and 7% higher compared to those at intersections at low and high speed conditions respectively for similar traffic conditions. Depending on roadway conditions, interest rate and construction costs, the safety-based volume thresholds ranged from 3 to 200 right turns per hour during the design hour at intersection approaches, and from 2 to 175 right turns at driveway approaches.

This thesis discusses the effect of sequential conflict resolution maneuvers of a continuous flow of agents through a finite control volume. Video analysis of real world traffic flows that exhibit self-organized capabilities is conducted to extract characteristics of those agents. A tool is created which stabilizes the input video and extracts motion from it using the background subtraction method. I discuss the tool in detail as I created it to be user friendly and easily modifiable for other uses. The aim of the video analysis I conduct is to determine characteristics of agents in self-organized traffic flow. Comparisons are made with agents under sequential conflict resolution schemes and those that exhibit these self-organized capabilities to determine if agents under sequential control can approach the behaviors of those in self-organized environment. Flow geometries are studied and generalized with the goal of determining stability characteristics of arbitrary flow geometries. Stability analysis includes analytical proof of bounds on the conflict resolution maneuvers.

The accident rate at an intersection is one attribute used to evaluate the hazard associated with the intersection. Two techniques traditionally used to make such evaluations are the rate-quality technique and a technique based on the confidence interval of classical statistics. Both of these techniques label intersections as hazardous if their accident rate is greater than some critical accident rate determined by the technique. An alternative technique is one based on a Bayesian analysis of available accident number and traffic volume data. In contrast to the two classic techniques, the Bayesian technique identifies an intersection as hazardous based on a probabilistic assessment of accident rates. The goal of this thesis is to test and compare the ability of the three techniques to accurately identify traffic intersections known to be hazardous. Test data is generated from an empirical distribution of accident rates. The techniques are then applied to the generated data and compared based on the simulation results.

The safety at half-signalized intersections in Portland, Oregon is analyzed in this thesis using 10 years of crash history and analysis of video that was collected at a subset of intersections. A half-signalized intersection has a standard red-yellow-green traffic signal for automobiles on the major road, a stop sign for motorists on the minor road, and a pedestrian signal with actuation for pedestrians and/or bicyclists on the minor road. Although prevalent in Canada, this type of intersection control is not typically found in the United States because the MUTCD explicitly prohibits its use. Half-signal use is limited mostly to two cities in the Pacific Northwest. In Portland, Oregon there are forty-seven intersections where half-signals are used but the last installation was in 1986; Seattle has over 100 intersections with half-signals and installs these in new locations where warranted. To explore the safety records of these intersections in Portland, crash data from 2002-2011 was analyzed. A total of 442 crashes over the ten-year period at half-signals were observed. Sixteen of these 442 crashes involved pedestrians. In the crashes involving pedestrians, significant differences were found between the approach street of the vehicle and whether the pedestrian or driver was at fault. In the crash error reports, it was found that significantly more of the crashes involving pedestrians were the fault of motorists departing from the minor road who collided with pedestrians crossing the major street. Further crash analysis at half-signals was performed by developing matched comparison groups of minor stop controlled and fully signalized intersections. Crash rates were 0.158 and 0.178 crashes per million entering vehicles for 3-leg and 4-leg half-signals and these rates did not differ significantly from the minor street stop controlled and signalized comparison groups. Results from the matched comparison showed that the half-signalized group had more rear-end crashes when compared with the minor stop controlled group. This was the only result that held significance when crash rates were considered. It was also observed that the minor stop controlled group had a higher proportion of angle crashes when compared with the half-signal group but this did not influence the crash severity. Pedestrian crashes were more prevalent in the half-signal group when compared with the fully-signalized group. Pedestrian volumes were not available which would be used to determine if this significant measure is a result of higher pedestrian use at half-signals. In addition to crash analysis, video was captured at five half-signalized intersections totaling 180 hours. Traffic volumes, pedestrian and bicycle volumes, and signal actuations were collected over a twenty-four hour period. Over this twenty-four hour period the five intersections averaged daily counts of 18613 vehicles on the major street, 591 vehicles on the minor street, 263 pedestrians crossing the major street, 285 pedestrians crossing the minor street, 52 bicycles on the major street, 37 bicycles on the minor street, and 126 signal actuations. Twenty-four hour observations from each of the intersections were used to study conflicts and compliance. No conflicts were observed that reflect the left-turning from the minor street pedestrian crashes that were identified in the crash history. Compliance of the half-signal by vehicles and pedestrians was comparable to compliance at fully-signalized intersections found in other studies with one exception. Across the intersections where video was collected, consisting of four 4-leg intersections and one 3-leg intersection, seven left turn on red violations were observed which had a significant impact on the time after red that red light violations were made. It is hypothesized that at half-signals vehicles on the major street make a left turn on the red signal very late into the red phase because there is not a risk of colliding with a vehicle traveling on the minor street since traffic volumes on the minor street are comparably low. The observed left turn on red violations did not put pedestrians at risk since by that point into the signal pedestrians were already clear of the intersection. Finally, a stop compliance logistic regression model was developed at four four-leg intersections to see what factors had an effect on minor street vehicle stop compliance. All 166 hours of video were used to observe vehicles that arrived at the half-signal during the pedestrian phase. The dependent variable collected was whether a vehicle came to an acceptable stop. Independent variables collected included the vehicle's queue position, if it was the peak school period, if there was a vehicle across the street on the minor road, if a vehicle was stopped at the signal on the major street, if a pedestrian was present when the vehicle arrived, and the movement that the vehicle made from the minor street. Independent variables used in the model included the vehicle's queue position, if a vehicle was stopped at the signal on the major street, if a pedestrian was present, and if the vehicle made a right turn at the signal. Pedestrian presence and right turning vehicles had a positive impact on stop compliance. Vehicles being further back in the queue and cars stopped at the signal on the major street had a negative impact on stop sign compliance. In the model, pedestrian presence had the largest positive impact on stop compliance. When pedestrians were present, a motorist on the minor street was four times more likely to stop at the sign.

This effort seeks to answer the question; can a transferable model be developed from easily obtainable, publicly available land-use, census, roadway, and network data for the use in safety performance functions? 474 stop-controlled minor legs were used as the training data set using ordinary least squares regression. A best-fit model of maximum independent variables, n=12 was chosen using an exhaustive approach using Mallow's Cp to select the model with least bias in the predictors. The results of the analysis revealed that the combination of variables from Washington, Ohio, and North Carolina did not have a strong relationship. The best-fit model incorporated functional class information of the major-leg, minor leg functional class information, longitudinal markings, access to a parking lot, and population density of census tract. Validation of the model demonstrated an average 59 percent error between the model estimated and actual AADT values for validation data set (n=54). Furthermore, separate models for each state revealed a lack of uniformity in the dependent variables, and more variance description of the state specific AADT.

This master thesis deals with alteration of intersection of roads I/43 and II/150 near Boskovice, with focus on safety. Aim of the thesis was to decrease accident frequency in this location, while keeping the traffic fluent. First step was the evaluation of recorded speed and intensity on this crossroad and comparing it to the causes of accidents. Second step was to design solutions for this crossroad, and for one of these solutions was developed a design documentation.

The aim of the master´s thesis is to evaluate the current measurement of skid resistance road surface properties of selected interchanges. Assess their development depending on the type, speed and number of vehicles, type of asphalt wearing course, directional and height ratios ramps of motorway intersections.

The topic of this master thesis is the solution of Brno expressway in section between interchanges Hlinky and Velodrom. The thesis introduces two alternatives of height trajectory of Brno expressway. In first alternative the expressway is above current terrain on the estacade. The local roads are situated under the estacade on the terrain level. The neighboring areas stay intouched. In the second alternative the author presumes the reconstruction of part of the exhibition centre. In this case the expressway is situated on the terrain level and rises up just before interchange Velodrom. The local area is serviced by the new road situated in reconstructed area and by two bridges over the expressway. The next topic of the thesis is the solution of interchange Velodrom. Both alternatives are compared in the end.

Thesis (MScEng)--Stellenbosch University, 2013.
ENGLISH ABSTRACT: Road traffic accidents have been a global concern facing all countries. Approximately 1.2 million people are killed annually as a result of traffic accidents and 50 million are injured. More than 90 percent of road fatalities occur in the developing world which has only 48 percent of the world’s registered vehicles. Beyond the problem of road fatalities, road traffic accidents result in disability and long term injury. They also cause considerable economic losses to victims and their families and damage properties and infrastructures. In South Africa, pedestrian fatalities account for about 40 percent of all road traffic accidents. Behaviour patterns of both pedestrians and motorists at pedestrian crossings are the main influential factors of pedestrian accidents. This study investigates behaviour patterns of pedestrians negotiating different types of crossing facilities in the town of Stellenbosch, in South Africa. A total number of 17 pedestrian crossings were selected for the study on the basis of their geometric and operational characteristics. Video-based observations together with on-street interviews were used to understand crossing behaviour patterns, namely pedestrian walking speed, pedestrian delay, gaze behaviour, pedestrian-vehicle conflicts, pedestrian compliance with road traffic rules and gap-acceptance behaviour. Results of the study showed that male pedestrians walk more than female pedestrians. The 15th percentile crossing speed for all pedestrians observed while crossing was found to be 1.13 m/s whereas the mean crossing speed was found to be 1.48 m/s. Demographic variables appeared to significantly influence pedestrian walking speed. Male and younger pedestrians exhibited higher walking speeds than female and older pedestrians. Pedestrian walking speed was also found to be affected by group size, encumbrance, type of pedestrian facility and distraction while walking. However, no effects of conflicts and the presence of a pedestrian refuge on pedestrian walking speed were found in this study. A mean total delay of 5.10 seconds was found in this study. Male and younger pedestrians experienced shorter delay compared to female and older pedestrians. The type of pedestrian facility and traffic signals during which pedestrians arrived at the kerb and crossed appeared to be other influential factors of pedestrian delay. With regard to gaze behaviour, an average number of head movements ranged from 2 to 5 at the kerb and from 3 to 5 while crossing. Conflicts with motorists peaked where crossing distances were longer and traffic volume was heavy. A red light violation ranging from 82 to 87 percent was observed in this study and on-street surveys indicated that beliefs and attitudes towards traffic control devices and traffic environment significantly explained pedestrians’ unsafe crossing behaviour. The calculated critical gap and critical lag ranged from 2.19 to 3.90 seconds and the effect of crossing distance on gap-acceptance emerged in this study. Possible interventions are finally suggested.
AFRIKAANSE OPSOMMING: Padongelukke is 'n wêreldwye probleem wat al die lande in die gesig staar. Ongeveer 1,2 miljoen mense sterf jaarliks as 'n gevolg van verkeersongelukke en 50 miljoen word beseer. Meer as 90 persent van padsterftes kom voor in die ontwikkelende wêreld met slegs 48 persent van die wêreld se geregistreerde voertuie. Bo en behalwe die probleem van padsterftes, het padongelukke gestremdheid en lang termyn beserings tot gevolg. Dit veroorsaak ook aansienlike ekonomiese verliese vir die slagoffers en hul gesinne en skade aan eiendomme en infrastruktuur. In Suid-Afrika is voetgangersterftes verantwoordelik vir sowat 40% van alle padongelukke. Gedragspatrone van beide voetgangers en motoriste by voetoorgange is die belangrikste bepalende faktore van voetganger-ongelukke. Hierdie studie ondersoek gedragspatrone van voetgangers by verskillende tipes kruisings in die dorp van Stellenbosch Suid-Afrika. ʼn Totale aantal van 17 voetoorgange is gekies vir die studie op die basis van hul geometriese en operasionele eienskappe. Video-gebaseerde waarnemings saam met op-straat onderhoude is gebruik om kruising-gedragspatrone, naamlik voetganger stapspoed, voetganger vertraging, kyk gedrag, voetganger-voertuig konflikte, voetganger nakoming van padverkeersreëls en gaping-aanvaarding gedrag te verstaan. Resultate van die studie het getoon dat manlike voetgangers vinniger loop as vroulike voetgangers. Die 15de persentiel kruising spoed vir alle voetgangers waargeneem binne kruisings was 1,13 m/s, terwyl die gemiddelde kruising spoed 1,48 m/s is. Demografiese veranderlikes beïnvloed voetgangers loop-spoed. Manlik en jonger voetgangers loop vinniger as vroulike en ouer voetgangers. Voetgangers loop-spoed word ook geraak deur die grootte van die groep, die dra van items, die tipe voetganger-fasiliteit en afleiding terwyl geloop word. Daar is egter geen gevolge van konflikte op voetgangers loop-spoed in hierdie studie gevind nie. 'n Gemiddelde totale vertraging van 5,10 sekondes is in hierdie studie gevind. Manlik en jonger voetgangers ervaar korter vertraging in vergelyking met die vroulike en ouer voetgangers. Die tipe voetgangerfasiliteit en verkeerseine was ander invloedryke faktore van voetganger vertraging. Vir waarneming van die verkeer is gevind dat die gemiddelde aantal kopbewegings gewissel het van 2 tot 5 teen die randsteen en van 3 tot 5, tydens die kruising. Konflikte met motoriste het ʼn hoogtepunt bereik waar kruising afstande langer en verkeersvolume hoër was. Rooi lig oortredings wat wissel van 82 tot 87 persent is in hierdie studie waargeneem en op-straat opnames het aangedui dat houdings teenoor verkeer-beheer toestelle en die verkeersomgewing die voetgangers se onveilige kruising-gedrag verduidelik. Die berekende kritiese gaping het gewissel van 2,19 tot 3,90 sekondes en die effek van die kruisinglengte op gaping-aanvaarding het in hierdie studie na vore gekom. Moontlike intervensies word voorgestel.

New dynamic signal control methods such as fuzzy logic and artificial intelligence developed recently mainly focused on isolated intersection. In this study, a Fuzzy Logic Control for a Diamond Interchange incorporating with Fuzzy Ramp System (FLDI) has been developed. The signalization of two closely spaced intersections in a diamond interchange is a complicated problem that includes both increasing the diamond interchange capacity and reduce delays at the same time. The model comprises of three main modules. The Fuzzy Phase Timing module controls the current phase green time extension, the Phase Selection module select the next phase based on the pre-defined phase sequence or phase logics and the Fuzzy Ramp module determines the cycle time of the ramp meter bases on current traffic volumes and conditions of the interchanges and the motorways. The developed FLDI model has been compared with the traffic actuated simulation with respects to flow rates and the average delays of the vehicles. The model of an actual diamond interchange is described and simulated by using AIMSUN (Advanced Interactive Microscopic Simulator for Urban and Non-Urban Network) software. Simulation results show the FLDI model outperformed the traffic actuated models with lower system total travel time, average delay and improvements in downstream average speed and average delay.

M.Ing. (Mechanical Engineering)
The purpose of this study was to investigate the accuracy of SOAP84-simulations of delay and percentage stops at isolated signalized intersections. In the application, capacity was distinguished in terms of lane configuration only. Results at the intersections showed SOAP overestimating both delay and percentage stops by as much as 100%. It is recommended that the same investigations be repeated with more accurate information on the capacity of the intersections.

At signalized intersections, pedestrians are considered to be amongst the most vulnerable. When in the crosswalk at intersections without protected left-turn phasing, pedestrians are particularly at risk from left-turning vehicles. Until recently, a wide variety of indications were in use across the US to indicate a permissive left-turn condition to the driver. In Oregon, the Flashing Yellow Arrow (FYA) has been used to indicate the permissive left-turn condition for approximately 10 years. With the addition of the FYA in the 2009 MUTCD, it is likely that its use will continue to increase nationally. Though many operational and safety issues have been studied about the FYA indication, this research proposes to fully investigate factors that influence driver behavior in the context of the permissive left-turn conflict with pedestrians. Specifically, the research seeks to study driver glance behavior to identify reasons why drivers are, "looking at but not seeing" pedestrians in or near the crosswalk or not searching for the presence of pedestrians at all.
Graduation date: 2013

Indiana University-Purdue University Indianapolis (IUPUI)
In recent decades, Petri nets (PNs) have been used to model traffic networks for different purposes, such as signal phase control, routing, and traffic flow estimation, etc. Because of the complex nature of traffic networks where both discrete and continuous dynamics come into play, the Hybrid Petri net (HPN) model becomes an important tool for the modeling and analysis of traffic networks. In Chapter 1 a brief historical summery about traffic systems control and then related work is mentioned followed by the major contributions in this research. Chapter 2 provides a theoretical background on Petri nets. In Chapter 3, we develop a HPN model for a single signalized intersection first, then we extend this model to study a simple traffic network that consists of two successive intersections. Time delays between different points of network are also considered in order to make the model suitable for analysis and simulation. In addition to HPN models, we also consider discrete Petri nets where their modeling simplicity enables the characterization of the occurrences of all events in the system. This discrete PN is particularly useful to give a higher-level representation of the traffic network and study its event occurrences and correlations. In Chapter 4, we build a discrete PN model to represent a traffic network with two successive intersections. However, we find that the model leads to unbounded places which cannot accurately reflect the dynamics of the traffic in terms of event occurrences. Hence, we introduce the Modified Binary Petri nets (MBPN) to overcome the limitation and resolve the confliction problem when we design our controllers. This MBPN model is a powerful tool and can be useful for the modeling and analysis of many other applications in traffic networks. Chapter 5 gives a summary for each chapter, provides conclusion and discusses future work for both discrete and hybrid Petri nets.

The Type-II dilemma zone refers to the segment of roadway approaching an intersection where drivers have difficulty deciding to stop or proceed through at the onset of the circular yellow (CY) indication. Signalized intersection safety can be improved when the dilemma zone is correctly identified and steps are taken to reduce the likelihood that vehicles are caught in it. This research employs driving simulation as a means to collect driver response data at the onset of the CY indication to better understand and describe the dilemma zone. The data obtained was compared against that from previous experiments documented in the literature and the evidence suggests that driving simulator data is valid for describing driver behavior under the given conditions. Fuzzy logic was proposed as a tool to model driver behavior in the dilemma zone, and three such models were developed to describe driver behavior as it relates to the speed and position of the vehicle. These models were shown to be consistent with previous research on this subject and were able to predict driver behavior with up to 90% accuracy.
Graduation date: 2013