Dissertations / Theses on the topic 'Rural Highways'
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1
Tapani, Andreas. "A Traffic Simulation Modeling Framework for Rural Highways." Licentiate thesis, Linköping : Linköpings universitet, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-4803.
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Tolliver, Denver D. "The impacts of grain subterminals on rural highways." Diss., Virginia Polytechnic Institute and State University, 1989. http://hdl.handle.net/10919/54799.
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The problems associated with increased heavy grain truck traffic in rural regions were investigated. Both the short-run incremental costs of accelerated pavement replacement and the long-run incremental costs of upgrading low-volume highways were considered. A set of demand and traffic models was formulated which projects the annual flow of grain from each production zone in an impact region to each elevator, allocates the flows among truck-types, computes the annual trips, gross vehicle weights and axle weights, and assigns the truck trips to the highway network. A set of highway models was also formulated which computes the equivalent single axle loads for each highway section in an impact region and estimates the incremental costs associated with subterminal traffic.
The impacts of a newly-formed subterminal-satellite elevator system in rural North Dakota were investigated. The results of the case study indicate that rural collector highways are likely to experience substantial localized impacts from subterminal development but the effects on principal arterials may be minimal. Altogether, $1.14 million in short-run costs and $8.41 million in long-run costs were projected for the impact region. However, the case study roads represent less than 2 percent of the rural arterial and collector highway mileage in the state. If the case-study network represents a microcosm of rural North Dakota, then the statewide short-run and long-run incremental costs may be in the vicinity of $57 million and $420 million respectively. However, regional variations within the state may result in either higher or lower costs for a given elevator system than those projected in the case study.Ph. D.
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Rusli, Rusdi Bin. "Traffic safety along rural mountainous highways in Malaysia." Thesis, Queensland University of Technology, 2017. https://eprints.qut.edu.au/113718/2/Rusdi_Bin_Rusli_Thesis.pdf.
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This research has generated an in-depth understanding of road traffic crashes along rural mountainous highways in Sabah, Malaysia that will enable development of targeted countermeasures. To achieve this, an extensive set of road traffic data was collected through field surveys and secondary sources, and a set of cutting-edge statistical and economic models were developed to investigate (i) single-vehicle crashes, (ii) multi-vehicle crashes, and (iii) injury severity of traffic crashes along rural mountainous highways. Findings from this research will contribute to the design of a safer environment along rural mountainous highways, which are common in many developing countries.
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Akula, Mohan Kumar. "Guidelines for safety and design improvements at rural expressway median crossovers /." free to MU campus, to others for purchase, 2003. http://wwwlib.umi.com/cr/mo/fullcit?p1417999.
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Aziz, Syeda Rubaiyat. "Calibration of the Highway Safety Manual and development of new safety performance functions for rural multilane highways in Kansas." Diss., Kansas State University, 2016. http://hdl.handle.net/2097/32564.
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Doctor of PhilosophyCivil Engineering
Sunanda Dissanayake
Rural roads account for 90.3% of the 140,476 total centerline miles of roadways in Kansas. In recent years, rural fatal crashes have accounted for about 66% of all fatal crashes. The Highway Safety Manual (HSM) provides models and methodologies for analyzing the safety of various types of highways. Predictive methods in the HSM were developed based on national trends and data from few states throughout the United States. However, these methodologies are of limited use if they are not calibrated for individual jurisdictions or local conditions. The objective of this study was to analyze the HSM calibration procedures for rural multilane segments and intersections in Kansas. The HSM categorizes rural multilane segments as four-lane divided (4D) and four-lane undivided (4U) segments and rural multilane intersections as three-legged intersections with minor-road stop control (3ST), four-legged intersections with minor-road stop control (4ST), and four-leg signalized intersections (4SG). The number of predicted crashes at each segment was obtained according to the HSM calibration process. Results from calibration of rural segments indicated that the HSM overpredicts fatal and injury crashes by 50% and 65% and underpredicts total crashes by 48% and 64% on rural 4D and 4U segments, respectively. The HSM-given safety performance function (SPF) regression coefficients were then modified to capture variation in crash prediction. The adjusted models for 4D and 4U multilane segments indicated significant improvement in crash prediction for rural Kansas. Furthermore, Kansas-specific safety performance functions (SPF)s were developed following the HSM recommendations. In order to develop Kansas-specific SPF, Negative Binomial regression was applied to obtain the most suitable model. Several additional variables were considered and tested in the new SPFs, followed by model validation on various sets of locations. The Kansas-specific SPFs are capable of more accurately predicting total and fatal and injury crashes on multilane segments compared to the HSM and the modified HSM models. In addition to multilane segments, rural intersections on multilane highways were also calibrated according to the HSM methodology. Using crash modification factors for corresponding variables, SPFs were adjusted to obtain final predicted crash frequency at intersections. Obtained calibration factors indicated that the HSM is capable of predicting crashes at intersections at satisfactory level. Findings of this study can be used for improving safety of rural multilane highways.
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Alhomidan, Abdullah. "INVESTIGATION OF TRAFFIC CRASHES IN TWO-LANE RURAL HIGHWAYS IN OHIO." University of Akron / OhioLINK, 2006. http://rave.ohiolink.edu/etdc/view?acc_num=akron1165259225.
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Chuo, Kaitlin. "Evaluation of the Applicability of the Interactive Highway Safety Design Model to Safety Audit of Two-Lane Rural Highways." Diss., CLICK HERE for online access, 2008. http://contentdm.lib.byu.edu/ETD/image/etd2299.pdf.
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Wu, Chen-Chin Charles. "Passing Lane Feasibility Analysis for Ohio State Two-Lane Two-Way Rural Highways." The Ohio State University, 1993. http://rave.ohiolink.edu/etdc/view?acc_num=osu1391766425.
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Durbin, Casey Thomas. "Traffic performance on two-lane, two-way highways examination of new analytical approaches /." Thesis, Montana State University, 2006. http://etd.lib.montana.edu/etd/2006/durbin/DurbinC0806.pdf.
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Gong, Huafeng. "OPERATING SPEED PREDICTION MODELS FOR HORIZONTAL CURVES ON RURAL FOUR-LANE NON-FREEWAY HIGHWAYS." UKnowledge, 2007. http://uknowledge.uky.edu/gradschool_diss/562.
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One of the significant weaknesses of the design speed concept is that it uses the design speed of the most restrictive geometric element as the design speed of the entire road. This leads to potential inconsistencies among successive sections of a road. Previous studies documented that a uniform design speed does not guarantee consistency on rural two-lane facilities. It is therefore reasonable to assume that similar inconsistencies could be found on rural four-lane non-freeway highways. The operating speed-based method is popularly used in other countries for examining design consistency. Numerous studies have been completed on rural two-lane highways for predicting operating speeds. However, little is known for rural four-lane non-freeway highways. This study aims to develop operating speed prediction models for horizontal curves on rural four-lane non-freeway highways using 74 horizontal curves. The data analysis showed that the operating speeds in each direction of travel had no statistical differences. However, the operating speeds on inside and outside lanes were significantly different. On each of the two lanes, the operating speeds at the beginning, middle, and ending points of the curve were statistically the same. The relationships between operating speed and design speed for inside and outside lanes were different. For the inside lane, the operating speed was statistically equal to the design speed. By contrary, for the outside lane, the operating speed was significantly lower than the design speed. However, the relationships between operating speed and posted speed limit for both inside and outside lanes were similar. It was found that the operating speed was higher than the posted speed limit. Two models were developed for predicting operating speed, since the operating speeds on inside and outside lanes were different. For the inside lane, the significant factors are: shoulder type, median type, pavement type, approaching section grade, and curve length. For the outside lane, the factors included shoulder type, median type, approaching section grade, curve length, curve radius and presence of approaching curve. These factors indicate that the curve itself does mainly influence the drivers speed choice.
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Gong, Huafeng. "Operating speed preditcion [sic] models for horizontal curves on rural four-lane non-freeway highways." Lexington, Ky. : [University of Kentucky Libraries], 2007. http://hdl.handle.net/10225/727.
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Thesis (Ph. D.)--University of Kentucky, 2007.Title from document title page (viewed on March 25, 2008). Document formatted into pages; contains: x, 182 p. : ill. (some col.). Includes abstract and vita. Includes bibliographical references (p. 136-149).
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Faden, Abdulrahman Khalid. "Development of Safety Performance Functions For Two-Lane Rural Highways in the State of Ohio." University of Dayton / OhioLINK, 2020. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1591976280554876.
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Vavilikolanu, Srutha. "Crash Prediction Models on Truck-Related Crashes on Two-lane Rural Highways with Vertical Curves." University of Akron / OhioLINK, 2008. http://rave.ohiolink.edu/etdc/view?acc_num=akron1221758522.
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Knecht, Casey Scott. "Crash Prediction Modeling for Curved Segments of Rural Two-Lane Two-Way Highways in Utah." BYU ScholarsArchive, 2014. https://scholarsarchive.byu.edu/etd/4352.
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This thesis contains the results of the development of crash prediction models for curved segments of rural two-lane two-way highways in the state of Utah. The modeling effort included the calibration of the predictive model found in the Highway Safety Manual (HSM) as well as the development of Utah-specific models developed using negative binomial regression. The data for these models came from randomly sampled curved segments in Utah, with crash data coming from years 2008-2012. The total number of randomly sampled curved segments was 1,495. The HSM predictive model for rural two-lane two-way highways consists of a safety performance function (SPF), crash modification factors (CMFs), and a jurisdiction-specific calibration factor. For this research, two sample periods were used: a three-year period from 2010 to 2012 and a five-year period from 2008 to 2012. The calibration factor for the HSM predictive model was determined to be 1.50 for the three-year period and 1.60 for the five-year period. These factors are to be used in conjunction with the HSM SPF and all applicable CMFs. A negative binomial model was used to develop Utah-specific crash prediction models based on both the three-year and five-year sample periods. A backward stepwise regression technique was used to isolate the variables that would significantly affect highway safety. The independent variables used for negative binomial regression included the same set of variables used in the HSM predictive model along with other variables such as speed limit and truck traffic that were considered to have a significant effect on potential crash occurrence. The significant variables at the 95 percent confidence level were found to be average annual daily traffic, segment length, total truck percentage, and curve radius. The main benefit of the Utah-specific crash prediction models is that they provide a reasonable level of accuracy for crash prediction yet only require four variables, thus requiring much less effort in data collection compared to using the HSM predictive model.
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Lu, Ming. "System Dynamics Model for Testing and Evaluating Automatic Headway Control Models for Trucks Operating on Rural Highways." Diss., This resource online, 1996. http://scholar.lib.vt.edu/theses/available/etd-01292008-113749/.
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Twagirimana, Janvier. "Establishing and applying speed-flow relationships for traffic on rural two-lane two- way highways in the Western Cape." Thesis, Stellenbosch : Stellenbosch University, 2013. http://hdl.handle.net/10019.1/85825.
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Thesis (MScEng)-- Stellenbosch University, 2013.ENGLISH ABSTRACT: Speed-flow-density relationships are the most useful tools in the highway design and planning process. They are useful in predicting the roadway capacity, in determining the adequate level-of-service of traffic flow and in determining travel time for a given roadway. Two-lane two-way rural highways constitute the vast majority of the rural road network in South Africa. Nowadays in the Western Cape and other provinces of South Africa, the speed-flow-density relationships normally used for rural transportation studies are derived from the Highway Capacity Manual, which reflects the traffic conditions in the North American situation. Since the North American traffic conditions may be different from the South African conditions, a need to investigate speed-flow-density relationships on these highways in South Africa arises in order to justify any investment made on these roads. In this context, a video technique was used to collect traffic flow data during morning peak hours on two rural two-lane two-way highways in the Western Cape Province in order to investigate these relationships. Through the use of Adobe premiere C.S 6 software, travel time of individual vehicles and distance headways were measured and used in computation of average speed and average density. Several researchers have developed models to describe the relationships between traffic characteristics on uninterrupted flow facilities. In this study, some of these models were tested using collected data in order to investigate which model fits the data satisfactorily. Statistical methods were used to evaluate the ability of each model to predict the flow characteristics over the whole range of data. Average speed and density data were used through regression analysis to perform curve fitting and testing of these developed models. In the next stage, the model which provided a best representation of the data on each section was selected and through the application of the steady-state equation (2.1), flow-density and speed-flow relationships were established on these sections. The available data were also used to investigate the impact the observation time has on the speed-flow curve and the resulting capacity value. Finally, the developed speed-flow curves were used to determine the capacities of the study sections. These capacity values were used to determine if the shoulder usage contributes in increasing the capacity of two-lane two-way highways by comparing them to the capacity provided by HCM.
AFRIKAANSE OPSOMMING: Spoed-vloei-digtheid verhoudings is baie handig in die beplanning en ontwerp van paaie. Dit kan ook gebruik word in die voorspelling van kapasiteit, diensvlak en reistyd. Twee-laan twee-rigting paaie maak die grootste deel van die Suid-Afrikaanse padnetwerk uit en vir die beplanning daarvan word van Amerikaanse spoed-vloei-digtheid verhoudings gebruik gemaak aangesien daar nog nie voorheen ‘n studie hiervan in SA gemaak is nie. Video-opnames is gebruik om verkeersvloeidata op twee paaie in die omgewing van Stellenbosch te versamel. Die reistyd en digtheid van individuele voertuie is tydens spitstye waargeneem. Die data is gebruik om te bepaal watter modelle die beste is om die spoed-vloei-digtheid verhoudings vir hierdie paaie te modelleer. Die beste modelle is dan gebruik om die kapasiteit van die paaie te bepaal en dit te vergelyk met die Amerikaanse waardes.
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Dybing, Alan Gabriel. "Estimation of Increased Traffic on Highways in Montana and North Dakota due to Oil Development and Production." Diss., North Dakota State University, 2012. https://hdl.handle.net/10365/26637.
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Advances in oil extraction technology such as hydraulic fracturing have improved capabilities to extract and produce oil in the Bakken and Three Forks shale formations located in North Dakota, Montana, Manitoba, and Saskatchewan. From 2004 to the present, there has been a significant increase in oil rigs and new oil wells in these areas, resulting in increased impacts to the local, county, state, and federal roadway network. Traditional methods of rural traffic forecasting using an established growth rate are not sufficient under the changing traffic levels. The goal of this research is to develop a traffic model that will improve segment specific traffic forecasts for use in highway design and planning. The traffic model will consist of five main components: 1) a Geographic Information Systems (GIS) network model of local, county, state and federal roads, 2) a truck costing model for use in estimating segment specific user costs, 3) a spatial oil location model to estimate future oil development areas, 4) a series of mathematical programming models to optimize a multi-region oil development area for nine individual input/output movements, and 5) an aggregation of multiple routings to segment specific traffic levels in a GIS network model.
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Ayala, Reneé Danielle Turochy Rod E. "A benefit/cost analysis of paved shoulder installation on high priority road segments on two-lane rural highways in Alabama." Auburn, Ala, 2008. http://repo.lib.auburn.edu/EtdRoot/2008/SUMMER/Civil_Engineering/Thesis/Ayala_Renee_48.pdf.
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Shrestha, Pramen P., and Joseph Shrestha. "Factors Associated with Crash Severities in Built-up Areas Along Rural Highways of Nevada: A Case Study of 11 Towns." Digital Commons @ East Tennessee State University, 2017. https://dc.etsu.edu/etsu-works/714.
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In 2014, 32,675 deaths were recorded in vehicle crashes within the United States. Out of these, 51% of the fatalities occurred in rural highways compared to 49% in urban highways. No specific crash data are available for the built-up areas along rural highways. Due to high fatalities in rural highways, it is important to identify the factors that cause the vehicle crashes. The main objective of this study is to determine the factors associated with severities of crashes that occurred in built-up areas along the rural highways of Nevada. Those factors could aid in making informed decisions while setting up speed zones in these built-up areas. Using descriptive statistics and binary logistic regression model, 337 crashes that occurred in 11 towns along the rural highways from 2002 to 2010 were analyzed. The results showed that more crashes occurred during favorable driving conditions, e.g., 87% crashes on dry roads and 70% crashes in clear weather. The binary logistic regression model showed that crashes occurred from midnight until 4 a.m. were 58.3% likely to be injury crashes rather than property damage only crashes, when other factors were kept at their mean values. Crashes on weekdays were three times more likely to be injury crashes than that occurred on weekends. When other factors were kept at their mean value, crashes involving motorcycles had an 80.2% probability of being injury crashes. Speeding was found to be 17 times more responsible for injury crashes than mechanical defects of the vehicle. As a result of this study, the Nevada Department of Transportation now can take various steps to improve public safety, including steps to reduce speeding and encourage the use of helmets for motorcycle riders.
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Horn, Andrea L. "Assessment of Tree Canopy Effects Overtop Low Volume Roadways." Ohio University / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1564052715480026.
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Camacho, Torregrosa Francisco Javier. "DEVELOPMENT AND CALIBRATION OF A GLOBAL GEOMETRIC DESIGN CONSISTENCY MODEL FOR TWO-LANE RURAL HIGHWAYS, BASED ON THE USE OF CONTINUOUS OPERATING SPEED PROFILES." Doctoral thesis, Universitat Politècnica de València, 2015. http://hdl.handle.net/10251/48543.
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Road safety is one of the most important problems in our society. It causes hundreds of fatalities every
year worldwide.
A road accident may be caused by several concurrent factors. The most common are human and
infrastructure. Their interaction is important too, which has been studied in-depth for years. Therefore,
there is a better knowledge about the driving task. In several cases, these advances are still not included
in road guidelines.
Some of these advances are centered on explaining the underlying cognitive processes of the driving task.
Some others are related to the analysis of drivers’ response or a better estimation of road crashes. The
concept of design consistency is related to all of them. Road design consistency is the way how road
alignment fits drivers’ expectancies. Hence, drivers are surprised at inconsistent roads, presenting a higher
crash risk potential.
This PhD presents a new, operating speed-based global consistency model. It is based on the analysis of
more than 150 two-lane rural homogeneous road segments of the Valencian Region (Spain). The final
consistency parameter was selected as the combination of operational parameters that best estimated
the number of crashes.
Several innovative auxiliary tools were developed for this process. One example is a new tool for
recreating the horizontal alignment of two-lane rural roads by means of an analytic-heuristic process. A
new procedure for determining road homogeneous segments was also developed, as well as some
expressions to accurately determine the most adequate design speed.
The consistency model can be integrated into safety performance functions in order to estimate the
amount of road crashes. Finally, all innovations are combined into a new road design methodology. This
methodology aims to complement the existing guidelines, providing to road safety a continuum approach
and giving the engineers tools to estimate how safe are their road designs.Camacho Torregrosa, FJ. (2015). DEVELOPMENT AND CALIBRATION OF A GLOBAL GEOMETRIC DESIGN CONSISTENCY MODEL FOR TWO-LANE RURAL HIGHWAYS, BASED ON THE USE OF CONTINUOUS OPERATING SPEED PROFILES [Tesis doctoral no publicada]. Universitat Politècnica de València. https://doi.org/10.4995/Thesis/10251/48543
TESIS
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Hadjou, Lamara. "Milieux et réseaux innovateurs en espace rural fragile de moyenne montagne : cas de la mise en valeur d'un équipement autoroutier en france et en Grèce." Thesis, Clermont-Ferrand 2, 2012. http://www.theses.fr/2012CLF20013.
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Le fond de notre travail de recherche croise les apports conceptuels de l’approche milieux innovateurs et les réalités des espaces ruraux fragiles, en particulier ceux de montagne. Nous avons fait le choix d’aborder la thématique de l’innovation dans des milieux à priori peu communs à ce type de démarche. Cependant, nous avons montré qu’il est tout à fait possible et même nécessaire de s’intéresser à la capacité des milieux ruraux fragiles à sécréter des processus innovateurs, seul moyen d’adaptation à la mondialisation.Notre première hypothèse a porté sur les dynamiques de construction territoriale en cours. Une hypothèse confirmée par l’émergence de nouveaux territoires en France, à travers la mise en place des Massifs, en Italie, via les communautés de montagne et en Europe enfin, avec les conventions alpine, carpatique et balkanique. Le phénomène étant identifié, la recherche a porté plus précisément sur les mécanismes à l’origine de cette construction. Nos enquêtes auprès des acteurs clefs ont mis en évidence deux principaux facteurs : une forte coordination des acteurs et une mobilisation autour de la valorisation des ressources spécifiques des montagnes. C’est en définitive la présence de ce que nous appelons un effet milieu innovateur qui est à l’origine de ce processus d’émergence des montagnes en Europe. En nous situant dans l’approche milieux innovateurs, nous avons cherché à évaluer la fragilité/dynamique spatiale en fonction des capacités des acteurs à agir, du degré de valorisation des ressources et des handicaps physiques. Pour cela, quinze indicateurs ont été calculés pour tenir compte des différents axes. Nos résultats sont concluants avec des axes factoriels qui correspondent à nos trois thématiques, une répartition des communautés de communes le long de l’A75 et des dèmes le long de la Via Egnatia, correspondant à nos attentes, à savoir, très complexe et diverse. De nombreuses municipalités de montagne affichent ainsi un dynamisme remarquable contrairement à ce que l’on pouvait attendre.Le contexte de la recherche, deux espaces fragiles de montagne relativement isolés, le Massif central en France, l’Epire et la Macédoine occidentale en Grèce, ainsi que les multiples entretiens réalisés avec les élus, nous ont orienté à mettre au centre de notre problématique milieux fragiles/milieux innovateurs, l’accessibilité. Une revue de la littérature sur la relation autoroute et territoire permet de se rendre compte de la quasi absence des acteurs et du milieu des méthodes d’évaluation. La remise en cause des méthodes classiques nous a permis de proposer une approche mobilisant la notion de milieu innovateur au cœur même de la relation autoroute/développement. Les résultats d’enquêtes montrent des perceptions favorables mais très contrastées en fonction des territoires, une faible appropriation des deux axes autoroutiers et trois logiques de mise en ressources de l’A75 et de la Via Egnatia : une logique de milieux locaux dynamiques et innovateurs, une logique de réseaux innovateurs et une logique de politiques d’accompagnement. Les similitudes dans les modes d’actions entre le cas de l’A75 et de la Via Egnatia cachent en réalité des différences profondes qui expliquent la dynamique plus forte engagée dans le Massif central comparativement au nord de l’Hellade. Les initiatives de valorisation s’avèrent en effet plus importantes le long des territoires de l’A75. Cela est lié d’abord à l’implication plus forte de l’État mais aussi à une meilleure structuration des acteurs régionaux et locauxThe background of our research crosses conceptual contributions of the innovative milieus approach and the realities of fragile rural areas, especially the mountains. We have chosen to address the theme of innovation in milieus a priori unhabituel for this type of approach. However, we have shown that it is quite possible and even necessary to examine the ability of vulnerable rural areas to secrete innovative processes, the only way to adapt to globalization.Our first hypothesis focused on the dynamics of territorial construction in progress. A hypothesis supported by the emergence of new territories in France, through the implementation of Massifs, in Italy, via mountain communities and finally in Europe, with the Alpine, Carpathian and Balkan conventions. The phenomenon is identified, research has focused specifically on the mechanisms behind this construction. Our surveys of key actors have highlighted two main factors: a strong coordination and mobilization of actors around the valuation of specific resources of the mountains. Ultimately, it is the presence of what we call an innovative milieus effect which is at the origin of the process of emergence of mountains in Europe. Placing ourselves in the innovative milieus approach, we sought to assess the spatial fragility / dynamics depending on the capacity of actors to act, the degree of resource development and physical disabilities. To do this, fifteen indicators were calculated to reflect the different axes. Our results are conclusive with factorial axes that correspond to our three themes, a distribution of municipalities along the A75 and the demes along the Via Egnatia, which corresponds to our expectations, ie, very complex and diverse. Many mountain municipalities show a remarkable dynamism contrary to what one might expect.The context of the research, two fragile mountain areas relatively isolated, the Massif Central in France, Epirus and Western Macedonia in Greece, as well as multiple interviews with officials elected, driven us to put accessibility in the center of our problematic of fragile milieus / innovative milieus. A review of the literature on the relationship highway and territories let us to realize the absence of the study on the rôle of actors and milieus in the assessment methods. Questioning conventional methods allowed us to propose an approach leveraging the concept of the innovative milieu in the heart of the relationship highway / development. The survey results show very favorable but contrasting perceptions depends on territories, low ownership of both highways and three logic of implémentation of the A75 and the Via Egnatia: a logic of dynamic and innovative local milieus, a logic innovative networks and a logic of accompanying policies. Similarities in the modes of action between the case of the A75 and the Via Egnatia in reality hide profound differences that explain the highest dynamics involved in the Massif Central compared to the north of Hellas. The initiatives are proving indeed larger along the territories crossed by the A75. This is related first to the greater involvement of the state but also to a better structuring of regional and local actors
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Júnior, José Elievam Bessa. "Medidas de desempenho para avaliação da qualidade de serviço em rodovias de pista simples no Brasil." Universidade de São Paulo, 2015. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-10062015-102520/.
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Para estimar o nível de serviço em rodovias de pista simples, o Highway Capacity Manual 2010 (HCM2010) adota como medidas de desempenho a Porcentagem de Tempo Viajando em Pelotões (PTSF) e a Velocidade Média de Viagem (ATS). A PTSF, no entanto, é praticamente impossível de ser obtida de observações em campo. Na literatura, algumas pesquisas propõem medidas de desempenho alternativas que podem ser coletadas diretamente da observação do tráfego. A meta deste trabalho consistiu em avaliar e propor medidas de desempenho que pudessem ser adequadas para descrever a qualidade de serviço em rodovias de pista simples no Brasil. Foi utilizado um conjunto de dados de tráfego coletados em diversas rodovias no estado de São Paulo para calibrar e validar o simulador de tráfego escolhido, o CORSIM, a partir de um Algoritmo Genético (AG). Com o simulador recalibrado, foi gerado um conjunto de dados sintéticos, para diversas condições de geometria viária e composição de tráfego. Com esses dados sintéticos, foram produzidos modelos teóricos para estimar a PTSF a partir de dados de tráfego que seriam \"observáveis em campo\": a porcentagem de veículos em pelotões (PF); o modelo porposto por Pursula (1995); o modelo de Laval (2006); o criado por Polus e Cohen (2009); e um modelo polinomial baseado na PF e outras variáveis. As estimativas obtidas com esses modelos divergiram significativamente da PTSF produzida pelo CORSIM, sugerindo a necessidade de substituir a PTSF por uma outra medida de desempenho. Assim sendo, nove medidas de desempenho alternativas foram estudadas. Usando dados de tráfego sintéticos produzidos com o CORSIM, foram desenvolvidos modelos que relacionavam medidas de desempenho alternativas com o fluxo de tráfego unidirecional. Comparações dos valores provenientes dessas relações com dados de campo indicaram que três medidas de desempenho (a velocidade média de viagem dos automóveis; a densidade para automóveis e a densidade de veículos em pelotões) poderiam ser usadas para propor critérios para estimar o nível de serviço em rodovias de pista simples no Brasil.The Highway Capacity Manual 2010 uses Percent-Time-Spent Following (PTSF) and Average Travel Speed (ATS) to estimate level of service on two-lane rural highways. As it is almost impossible to observe PTSF directly in the field, the literature suggests alternative measures of effectiveness (MOEs) that can be obtained from traffic stream parameters. The objective of this thesis was to analyze MOEs that could adequately describe quality of service on two-lane rural highways in Brazil. Traffic data collected on several roads in the state of São Paulo were used to calibrate and validate the traffic simulation model CORSIM, using a Genetic Algorithm (GA). The recalibrated CORSIM was used to create a synthetic set of traffic data, comprising a wide range of traffic flows and road geometries. Using this synthetic data, several models relating PTSF to \"directly observable\" traffic parameters were developed: percent following (PF), as in the HCM2010; the shockwave theory model proposed by Pursula (1995); the Laval (2006) moving bottleneck model; the Polus and Cohen (2009) queueing model; and a polynomial model. PTSF estimates produced by these models significantly diverged from PTSF values produced by CORSIM, suggesting the need for a new measure of effectiveness. Thus, nine alternative MOEs were analyzed and models relating these MOEs to directional traffic flow were fitted, using the synthetic traffic data set. Comparisons between the values obtained from these models and from the field indicated that three MOEs (average travel speed of cars, density for cars and follower density) could be used to create level of service criteria for two-lane rural highways in Brazil.
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Júnior, José Elievam Bessa. "Caracterização do fluxo de tráfego em rodovias de pista simples do Estado de São Paulo." Universidade de São Paulo, 2009. http://www.teses.usp.br/teses/disponiveis/18/18144/tde-04122009-150455/.
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A meta desta pesquisa foi caracterizar as relações fundamentais do fluxo de tráfego em rodovias de pista simples paulistas através de modelos baseados em parâmetros que reflitam a qualidade de serviço e possam ser observados diretamente em campo. Para que esta meta fosse atingida, primeiramente foram obtidos dados através de observações em campo e de sensores instalados em rodovias. Os dados coletados nas observações diretas foram usados para calibrar e validar um modelo de simulação através de um processo automático, baseado num algoritmo genético. Constatou-se que a versão recalibrada do simulador é capaz de reproduzir tanto informações de detectores como as correntes de tráfego observadas nos onze trechos onde foram coletados dados. Propôs-se um método para produção de dados de tráfego sintéticos, que utiliza um simulador microscópico e um algoritmo genético. Os dados sintéticos obtidos pelo método proposto foram usados para obter os modelos que descrevem as relações entre o fluxo de tráfego e a velocidade e a porcentagem de tempo viajando em pelotões (PTSF) para rodovias de pista simples no estado de São Paulo. Esses modelos poderiam substituir os utilizados pelo HCM-2000 em análises da qualidade de serviço em rodovias paulistas. Também foram propostos novos modelos para relações fundamentais que se adequaram melhor às condições paulistas: um modelo côncavo para a curva fluxovelocidade e um novo modelo exponencial para a relação entre o fluxo e a PTSF. Cinco medidas de desempenho capazes de substituir PTSF foram estudadas, tendo sido relacionadas com a taxa de fluxo bidirecional e unidirecional. As medidas de desempenho propostas foram avaliadas pela capacidade de refletir o nível de serviço observado em campo. Destas, uma nova definição da PTSF, calculada em função do número médio de headways dentro e fora de pelotões, apresentou a melhor porcentagem de acertos (90%), usando-se o mesmo critério adotado pelo HCM-2000. Em razão disso, e da possibilidade de observação direta da PTSF, recomenda-se sua adoção para avaliar a qualidade de serviço em rodovias de pista simples.The goal of this research was to characterize the fundamental relationships of traffic flow on two-lane rural highways in the state of São Paulo through models based on parameters that reflect the quality of service and that could be obtained from direct observations of traffic flows. To reach this goal, sets of data were obtained from observation of traffic flows and from detectors installed on roads. The data collected from direct observation was used to calibrate and validate a microscopic traffic simulation model, as well as for the calculation of performance measures used in some of the analyses. The microsimulation model was calibrated using an automatic procedure that is based on a genetic algorithm. The recalibrated model was found to be able to reproduce traffic sensor data as well as traffic flow characteristics observed in the 11 road segments observed for this research. A procedure for synthetic data generation, which uses a microsimulation model and a genetic algorithm, was proposed. Synthetic data obtained through this procedure were used to develop the models that describe the relationships between flow rate, traffic stream speed and percent time spent following (PTSF) for two-lane roads in the state of São Paulo. These models could replace those used in the HCM-2000 for quality of service analysis of two-lane roads in São Paulo. New fundamental relationships, which better reflect the operational conditions on local two-lane roads were also studied: a concave speed-flow relationship and an exponential PTSF-flow model. Five alternatives to PTSF were studied and correlated to one-way and two-way flows. Among these, a novel definition of PTSF, based on the ratio of average number of headways within platoons and average number of headways between platoons, was found to be the most accurate (90% of the cases), adopting the HCM-2000 criteria. Thus, this new measure could be used to evaluate the quality of service on two-lane rural highways.
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Koorey, Glen. "Incorporating Safety into Rural Highway Design." Thesis, University of Canterbury. Civil and Natural Resources Engineering, 2009. http://hdl.handle.net/10092/3102.
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The objectives of this research were to explore ways to assess the safety performance of (predominantly two-lane) rural highways in New Zealand (NZ) and in particular identify driver/road/environmental factors affecting crashes on rural curves. Following a wide-ranging literature review, the Interactive Highway Safety Design Model (IHSDM) was identified as worthy of further investigation for adaptation to use in NZ. To help with this investigation, a comprehensive database was developed of road, traffic, crash and environmental data for all NZ State Highways, divided into variable-length road elements.
A number of tasks were identified and undertaken to adapt IHSDM for general use here, including calibrating the Crash Prediction Module (CPM), developing a Design Policy file based on local agency standards, and developing an importing routine for NZ highway geometry and crash data. To assess the effectiveness of IHSDM for predicting the relative safety of rural road alignments, a series of tests were undertaken to confirm its appropriateness for use in NZ. These included “before and after” design consistency checks of a bridge replacement, a “before and after” crash comparison of a major highway realignment, and checks of actual versus predicted crash numbers along longer lengths of highway in varying terrain.
These initial investigations have shown that IHSDM is a promising tool for safety and operational assessment of highway alignments (both existing and proposed) in NZ. Incorporating crash history data generally improves IHSDM’s accuracy in crash numbers, and appears to provide a better level of “local calibration” than by using sub-national (e.g. regional or terrain-specific) calibration parameters. Reported fatal/injury crash data generally provide more robust and precise measures than non-injury crashes. Correct specification of the extreme attributes of sub-standard elements (e.g. minimum radius, maximum roadside hazard) appears to be crucial to getting suitably accurate crash estimates on existing alignments. However, IHSDM’s current lack of consideration for bridges and inconsistent adjacent elements are notable omissions that limit the ability of the CPM to assess sub-standard existing routes with as much accuracy as well-designed newer alignments.
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Shi, Xishi. "Highway appraisal in developing countries : a method for determining the cost effectiveness of highway schemes." Thesis, University of Southampton, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.387002.
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Tadayon, M. "Computer simulation of signalized highway intersections." Thesis, University of Bradford, 1985. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.372165.
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Mohamad, Majdi bin. "Saturation flow and delay at signal-controlled highway intersections." Thesis, University of Bradford, 1991. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.292676.
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Mahmood, Shah. "Investigating Interchange Traffic and Commercial Development at Rural Interstate Highway Exits." Ohio University / OhioLINK, 2016. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1469491271.
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Freedman, Zachary Sebastian. "Analyzing the effect of passing-lanes on rural two-lane highway operations." Thesis, Montana State University, 2009. http://etd.lib.montana.edu/etd/2009/freedman/FreedmanZ1209.pdf.
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Two-lane highways make up 80% of roads in this country. Rural two-lane highways are unique in they are typically characterized by high-speeds and low volumes. Level-of-service is associated with the proportion of vehicles stuck in platoons, or the percentage of vehicles impeded by a slow-moving vehicle. The Highway Capacity Manual 2000 (HCM 2000) recommends determining the percentage of vehicles stuck in a platoon using a performance measure called Percent Time Spent Following (PTSF). Because PTSF is nearly impossible to measure in the field, the HCM has proposed two methods for estimating its value. However, there are inconsistencies between the two methods. This limitation has led researchers to seek more appropriate performance measures for two-lane highways. When performance on these highways deteriorates to the point of needing an upgrade, the addition of a passing-lane is considered. A passing-lane is an extra lane in one or both directions of travel. The current design standards for passing-lanes (length and frequency) are based on simulation research conducted more than 20 years ago. The purpose of this thesis is to analyze traffic stream characteristics within and around a passing-lane as to improve design standards. Three appropriate performance measures were used to analyze data from two passing-lane sites in Montana. The purpose of this analysis was to determine passing lane effective length. The results showed this value may be greater than 6.6 miles. Lane use within a passing-lane section was also investigated. Traffic counters were placed at pre-determined locations within a passing-lane and data were recorded. Analysis of the data showed that aggressive drivers in the left lane are able to drive at 10 miles-per-hour faster than they were traveling as they entered the three-lane section. Further analysis showed that nearly all passing maneuvers of slower vehicles were conducted in the first 1/2-mile of the passing-lane. This thesis found the most appropriate performance measures for investigating passing-lanes are Percent Followers, Percent Impeded, and Follower Density. Also, the required spacing of passing-lanes on a two-lane highway may be farther than the current standards recommend. Lastly, for the site investigated a 3/4-mile long passing-lane would have been adequate.
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Akililu, Meaza Negash. "Verification of Rural Traffic Simulator, RuTSim 2." Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2012. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-84453.
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Traffic models based on micro-simulation are becoming increasingly important as traffic analysistools. Due to the detailed traffic description, different micro-simulation models are needed tosimulate different traffic environments. The Rural Traffic Simulator, RuTSim, is a unique microtrafficsimulation model for traffic on rural roads. RuTSim is developed at VTI with support fromthe Swedish Transport Administration. Currently, a new version of the RuTSim model has beenimplemented based on the earlier one but with some enhancements. Due to these enhancements,the new implementation of RuTSim should be verified before being used to analyze real worldproblems. In this master’s thesis, a verification of the new implementation of the RuTSim model, RuTSim 2,has been carried out. This paper includes a description of traffic micro-simulation models forrural roads in general and a description of RuTSim model in particular. Common verificationtechniques of the simulation models are also discussed in this study. Based on the theoretical assessments, a model-to-model comparison verification scheme isselected to verify the RuTSim 2 model. That is, the model verification is performed by comparingthe simulation outputs from RuTSim 2 to the old version of RuTSim (RuTSim 1), since RuTSim1 is well verified and calibrated. Statistical hypothesis tests are used to check whether the meanand standard deviation differences of the simulation outputs between the two simulators aresignificant or not. Based on the verification results, the new version of the RuTSim model has comparable modelingof vehicle-vehicle and vehicle-infrastructure interactions as the old version. Furthermore, thehypothesis test results show that the differences of the mean simulation results of the twosimulators are not significant. Therefore, the new implementation of RuTSim model, RuTSim 2,has been proven to be equivalent model as the old version.
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Karnik, Mikhil. "A guide to the preparation of environmental impact assessments for highway schemes." Thesis, University of Manchester, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.303948.
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Heckler, Elliott K. "Investigating Rural Expressway Crashes at Two-Way Stop-Controlled Intersections." Ohio University / OhioLINK, 2015. http://rave.ohiolink.edu/etdc/view?acc_num=ohiou1448374211.
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Zheng, Zijian. "Heavy Vehicle Impact on Rural Two Lane Highway Segments Operating Under Various Levels of Service Conditions." Thesis, North Dakota State University, 2014. https://hdl.handle.net/10365/27270.
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Oil boom in Western North Dakota State brings increasing number of oil trucks. The distinct characteristics of heavy vehicles such as oil trucks: low speed, large size, and slow accelerate and decelerate results in inaccuracy in traffic capacity forecasting and safety analysis. In this research, to calculate passenger car equivalent (PCE) factor of heavy vehicles, such as oil trucks, on two-lane rural highway, an improved analytical method based on headway and delay is introduced. It considers several elements that have effect on PCE factor: vehicle speed, safety passing time, headway distribution, level of service (LOS), and delay to downstream traffic. The new set of PCE factor values are classified into three groups corresponding to different LOS.
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Ortiz, Logan A. "Highway work zone capacity estimation using field data from Kansas." Thesis, Kansas State University, 2014. http://hdl.handle.net/2097/18224.
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Master of ScienceDepartment of Civil Engineering
Sunanda Dissanayake
Although extensive research has been conducted on urban freeway capacity estimation methods, minimal research has been carried out for rural highway sections, especially sections within work zones. This study filled that void for rural highways in Kansas. This study estimated capacity of rural highway work zones in Kansas. Six work zone locations were selected. An average of six days’ worth of field data was collected, from mid-October 2013 to late November 2013, at each of these work zone sites. Two capacity estimation methods were utilized, including the Maximum Observed 15-minute Flow Rate Method and the Platooning Method divided into 15-minute intervals. The Maximum Observed 15-minute Flow Rate Method provided an average capacity of 1469 passenger cars per hour per lane (pcphpl) with a standard deviation of 141 pcphpl, while the Platooning Method provided a maximum average capacity of 1195 pcphpl and a standard deviation of 28 pcphpl. Based on observed data and analysis carried out in this study, the recommended capacity to be used is 1500 pcphpl when designing work zones for rural highways in Kansas. This research provides the proposed standard value of rural highway work zone capacities so engineers and city planners can effectively mitigate congestion that would have otherwise occurred due to impeding construction/maintenance.
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Miles, Jeffrey David. "An investigation of passing operations on a rural, two-lane, two-way highway with centerline rumble strips." Texas A&M University, 2004. http://hdl.handle.net/1969.1/1360.
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The research in this thesis was conducted to investigate the initial stage of passing maneuvers on a rural, two-lane, two-way (RTLTW) highway with centerline rumble strips (CRSs). Four measures of effectiveness were used: (1) number and type of erratic movements by a passing vehicle, (2) number of and time between centerline encroachments of a passing vehicle, (3) gap distance of a passing vehicle, and (4) centerline crossing time. Data were collected for a before-and-after analysis at one site, in Comanche County, Texas. The test section was on US 67 from Comanche, Texas to the county line south of Dublin, Texas. The posted speed limit for this RTLTW highway was 70 mph during the day.
CRSs were installed along approximately 15 miles of US 67. Only one test design for CRSs was installed. The design specification was for a CRS to be milled to a 0.5-inch depth, 7-inch length, and 16-inch width. This specification was developed from current state practices throughout the United States. CRSs were installed continuously through passing and no-passing zones, and they were spaced at 24 inches on-centers. Pavement markings were striped over the CRSs.
Data were collected using an innovative data collection system developed by the author through the Texas Transportation Institute (TTI). This system was mounted to a four-door sedan, and it consisted of four concealed cameras that recorded the entire passing maneuver around the data collection vehicle.
Data were collected at three different speeds during the daytime. The speeds were 55, 60, and 65 mph (15, 10, and 5 mph, respectively, under the posted speed limit).
Based on the assessment of the four MOEs, the overall finding of this thesis was that driver performance during the initial phase of passing maneuvers was not negatively impacted after the installation of CRSs on US 67.
The caveat is that differences in the weather conditions may have influenced the results. The weather was dry with clear skies at the study site during data collection prior to the installation of CRSs; however, the weather consisted of intermittent rain during the data collection after the installation of CRSs.
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Wang, Chunyan. "Fatal crash trends and analysis in southeastern states." Diss., Georgia Institute of Technology, 2006. http://etd.gatech.edu/theses/available/etd-04092006-023047/.
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Thesis (Ph. D.)--Georgia Institute of Technology, 2006.Includes bibliographical references (p. 209-211). Also available online via the Georgia Institute of Technology ETD website (http://etd.gatech.edu/).
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Greene, Tyler Gray. "Accessible Isolation: Highway Building and the Geography of Industrialization in North Carolina, 1934-1984." Diss., Temple University Libraries, 2017. http://cdm16002.contentdm.oclc.org/cdm/ref/collection/p245801coll10/id/431217.
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HistoryPh.D.
Between the 1930s and mid-1980s, North Carolina became one of the most industrialized states in the country, with more factory workers, as a percentage of the total workforce, than any other state. And yet, North Carolina generally retained its rural complexion, with small factories dispersed throughout the countryside, instead of concentrated in large industrial cities. This dissertation asks two essential questions: first, how did this rural-industrial geography come to be, and second, what does the creation of this geography reveal about the state of the American political economy in the post-World War II era? I argue that rural industrialization was a central goal of North Carolina’s postwar political leaders and economic development officials. These industry hunters, as I call them, wanted to raise their state’s per capita income by recruiting manufacturers to develop or relocate operations in North Carolina. At the same time, they worried about developing large industrial cities or mill villages, associating them with class conflict, congestion, and a host of other ill-effects. In the hopes of attracting industry to its countryside, the state invested heavily in its secondary roads and highways, increasing the accessibility of rural communities. In their pursuit of rural industrialization, however, North Carolina also constructed a political economy that anticipated the collapse of the New Deal state. While historians typically see New Deal liberalism as the prevailing form of statecraft in the postwar United States, North Carolina achieved economic growth through a model that state officials termed “accessible isolation.” What accessible isolation meant was that North Carolina would provide industries with enough of a state apparatus to make operating a factory in a rural area possible, while maintaining policies of low taxes, limited regulations, and anti-unionism, to make those sites desirable. Essentially, industry hunters offered industrial prospects access to a supply of cheap rural labor, but isolation from the high wages, labor unions, government regulations, and progressive tax code that defined New Deal liberalism. Accessible isolation was attractive to businesses in postwar America because it offered a “business-friendly” alternative to the New Deal, and factories began sprouting throughout rural North Carolina. But the success of accessible isolation was built on a shaky foundation. Indeed, most of the employers persuaded by its promises were those in low-wage, labor-intensive industries, making North Carolina’s rural communities especially vulnerable to transformations in the global economy by the late twentieth century.
Temple University--Theses
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Day, Karis L. "Assessing the impact of highway development on land use/land cover change in Appalachian Ohio." Ohio : Ohio University, 2006. http://www.ohiolink.edu/etd/view.cgi?ohiou1149852252.
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Brimley, Bradford Keith. "Calibration of the Highway Safety Manual Safety Performance Function and Development of Jurisdiction-Specific Models for Rural Two-Lane Two-Way Roads in Utah." BYU ScholarsArchive, 2011. https://scholarsarchive.byu.edu/etd/2611.
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This thesis documents the results of the calibration of the Highway Safety Manual (HSM) safety performance function (SPF) for rural two-lane two-way roadway segments in Utah and the development of new SPFs using negative binomial and hierarchical Bayesian modeling techniques. SPFs estimate the safety of a roadway entity, such as a segment or intersection, in terms of number of crashes. The new SPFs were developed for comparison to the calibrated HSM SPF. This research was performed for the Utah Department of Transportation (UDOT).The study area was the state of Utah. Crash data from 2005-2007 on 157 selected study segments provided a 3-year observed crash frequency to obtain a calibration factor for the HSM SPF and develop new SPFs. The calibration factor for the HSM SPF for rural two-lane two-way roads in Utah is 1.16. This indicates that the HSM underpredicts the number of crashes on rural two-lane two-way roads in Utah by sixteen percent. The new SPFs were developed from the same data that were collected for the HSM calibration, with the addition of new data variables that were hypothesized to have a significant effect on crash frequencies. Negative binomial regression was used to develop four new SPFs, and one additional SPF was developed using hierarchical (or full) Bayesian techniques. The empirical Bayes (EB) method can be applied with each negative binomial SPF because the models include an overdispersion parameter used with the EB method. The hierarchical Bayesian technique is a newer, more mathematically-intense method that accounts for high levels of uncertainty often present in crash modeling. Because the hierarchical Bayesian SPF produces a density function of a predicted crash frequency, a comparison of this density function with an observed crash frequency can help identify segments with significant safety concerns. Each SPF has its own strengths and weaknesses, which include its data requirements and predicting capability. This thesis recommends that UDOT use Equation 5-11 (a new negative binomial SPF) for predicting crashes, because it predicts crashes with reasonable accuracy while requiring much less data than other models. The hierarchical Bayesian process should be used for evaluating observed crash frequencies to identify segments that may benefit from roadway safety improvements.
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Cruz, German Tadeo. "Getting there : a study to define and offer conceptual solutions for the control of sprawl, rural land preservation, neighborhood connectivity, and community image development in northwest Muncie." Virtual Press, 1999. http://liblink.bsu.edu/uhtbin/catkey/1136702.
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This study covers several areas of long held interest and urgent relevance: the development of lasting and meaningful community identity, the design of dynamic communities well aware of their current and future potential, the preservation of rural lands, and the control of unplanned growth.Working on two tracks, the study researches through focused interviews the conceptual image of the community held by representative members and then seeks to apply principles derived from the work of Randall Arendt, Robert Yaro and others to the articulation of land planning and site design measures that can be implemented in the Northwest sector of Muncie.Based on both the research and the derivation of principles, the study offers a large number of ideas supported with illustrations toward the improvement of the conditions and the creation of a long range strategy for land development and conservation.Department of Landscape Architecture
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Strömgren, Per. "Modelling of Traffic Performance for Swedish Roads and Motorways." Doctoral thesis, KTH, Transportplanering, ekonomi och teknik, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-185930.
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This thesis consists of five scientific articles oriented towards capacity. Managing capacity constraints with associated delays is a big issue at new design as well as at trimming existing traffic facilities. In larger Swedish cities these challenges have become more and more important as a result of growing traffic demand due to rapid population increase.Models for estimating capacity and delay are available, but not many are calibrated for Swedish conditions due to the high effort required. This thesis documents development and calibration of new models for motorway links, entry and exit lanes and weaving areas and an developed space-time model with the ability to calculate queue length, delay, etc.The first article is focused on identifying weaknesses in the former Swedish capacity method for motorways, and development of new models overcoming these shortcomings. The development includes new models for jam density at queue, capacity in weaving areas and fundamental flow-density relationships for 15 different highway types for inclusion in the new Swedish capacity manual.The second article describes the development of a Swedish motorway space-time model to estimate travel times and queues in oversaturated conditions based on the American FREEVAL model in Highway Capacity Manual 2010 (HCM 2010). Calibration and validation of the model has been performed with data from the Motorway Control System (MCS) in Stockholm. A good correspondence was obtained for most cases, but further calibration and validation efforts are required for entry and exit lanes.The third article describes further development of the intersection model in the Swedish microscopic model “Rural Traffic Simulator (RuTSim). This is a continuation of the work documented in the author’s licentiate thesis published in 2002. The development focused on simulation of intersections using a new concept on lane use not included in the old RuTSim model. The model describes Swedish rural intersections with flared approaches providing a non-discreet lane use due to vehicle types in queue. New data for calibration and validation data was also generated. The validation results showed good correspondence between simulated and empirical delay results. The new intersection model is now implemented in RuTSim, providing new tools for estimation of capacity, delay and queue length already included in Swedish guidelines and capacity manuals/software (Capcal).The fourth article describes the development of a new capacity model for roadwork zones. Focus is on the resulting capacity of one lane due to several reduction factors. These factors include impacts of closed road shoulders, reduction of number of lanes, diversion of traffic to the opposite carriageway, commuting traffic, length of work zone, lane width and type of road work. The first two correction factors were successfully validated in a full-scale test on the E6 motorway in Gothenburg.The fifth article describes development and implementation of a new harmonization algorithm for MCS systems on motorways designed to increase bottleneck capacity and throughput. Two different models were developed, one of which was implemented in the existing MCS system on E4 Södertäljevägen south of Stockholm. Full-scale trials were carried out with a model based on trigger levels in terms of flow. The second model based on the difference in the variance of speed during two following time periods was tested offline also with very good results.QC 20160429
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Fry, John. "Simulating Heavy Vehicles on Australian Rural Highways." 2005. http://arrow.unisa.edu.au:8081/1959.8/46681.
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The major purpose of this thesis is to offer a detailed look at the development of two models used to assist in the detailed study of Australian two lane two way highways with particular reference to heavy vehicles. The first model governs the acceleration behaviour of vehicles on upgrades and downgrades. The second model controls overtaking manoeuvres on two lane two way highways where movement into the lane of oncoming traffic is required. Both models are implemented through a suite of transport simulation modelling software called Paramics.
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Wang, Tsai-Chu, and 王在莒. "The Seismic Emergency Rehabilitation Scheduling for Rural Highways." Thesis, 2004. http://ndltd.ncl.edu.tw/handle/01271878540982289567.
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博士國立交通大學
交通運輸研究所
92
Most of the previous disaster countermeasure studies focused on the disaster prevention, such as the allocation/dispatching of medical resources, fire fighter and police forces in urban areas. Only few studies paid their attention on providing better ways of emergency rehabilitation after disasters in non-urban areas. Since the objectives chosen in the previous studies were inappropriate for the works of disaster rehabilitation, and their assumed rehabilitation works were constrained by the predefined duty areas, the proposed solutions’ performance has been affected significantly. Disaster rehabilitation will decide the extent of lost of property and lives in a disaster, and affect the restoration works following up. Therefore, its importance should be stressed more. The study has first defined “emergency rehabilitation”. The difference between emergency rehabilitation and regular rehabilitation is clearly defined. The special characteristics of emergency rehabilitation on rural highways are also classified. The study has used the data and scenario gathered from Chi-Chi earthquake as the test bed. This study has proposed a feasible system framework and a mathematical programming modal for emergency rehabilitation scheduling to fit the framework. The objectives of seismic emergency rehabilitation in this study are to relief the maximum number of suffered people, to repair the maximum kilometers of open roads. On the other hands, the rehabilitation tasks are constrained by time, roadway restoration methods and on site cleaning capability. The study has surveyed workers of the Directorate General of Highways whose units ever involved in Chi-Chi earthquake rehabilitation. Surveys are trying to identify if there are differences between their preferred objectives and the issues concluded in the discussion after operation. The findings will be used to support the construction of scheduling models. The study has also defined different sets of possible factors affecting emergency rehabilitation time. Basing on that, the study has calculated and recommended a set of simple time adjustment parameters in order to shorten analysis time and preserve more time for emergency rehabilitation. In the study, a simple case has been first used to test the feasibility of the proposed algorithm. The performances of a traditional emergency rehabilitation scheduling way in 72 hours post-earthquake have been treated as a basic comparing group. The rehabilitation performances associated with the objective function proposed in the study under the scenario of duty zone system and non-duty zone system are measured. And then, the environment scenario collected from Nan-Tou County has been used to verify the feasibility of the proposed scheduling model. It is hoped that findings and conclusions made in the study can be useful for decision makers while they are dealing with the similar situations.
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CHEN, WENCHI, and 陳文琦. "DESIGN GUIDELINES FOR PASSING LANES ON RURAL TWO-LANE HIGHWAYS." Thesis, 1996. http://ndltd.ncl.edu.tw/handle/98344180070732713624.
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碩士國立成功大學
交通管理(科學)學系
84
Two-lane highways constitute the predominant mileage of highway systems in Taiwan. Funds arelimited when compared with the extensiveness of two-lane highways system. Therefore, how toeffectively improve the two-lane highway with low-cost modifications becomes an important issue. Passing lanes are the most popular of these low-cost improvements. They can provide additionalpassing opportunities to improve the service level of two-lane highways effectively. This study tries to develop design guidelines for passing lanes in Taiwan. The guidelines areabout when to have a passing lane , its location, length and spacing. The factors considered in thisstudy include traffic flow, composition, direction split, grade and cruve radius. "Percent offollowing" is used as the criterion for evaluating the effect of a passing lane. "Percent offollowing " is defined as the perent of vehicles traveling at headways less than four seconds. The TRARR computer simulation model is used for evaluating the performance of passing lanes,because there are no passing lanes in Taiwan currently. A comprehensive validation test is conductedto examine the applicability of the TRARR simulation model in Tawan. The validation criteria includepercent of following, average spot speed, bunch size distribution, average travel time and averagetravel speed. The design guidelines developed in this study are based on deigned service level D which is with60 to 80 percent of following. TRARR simulation model is employed to develop a series of percent offollowing curves. These curves show that a 400 m passing lane is able to bring a reduction of percentof following from 80% to 60% for most siuations. The spacing of passing lanes is also discussed. Keys ： Design guidelines, Passing lane, Two-lane highway, TRARR , Percent of following.
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SHEN, YEN-HUNG, and 沈彥宏. "A Study on Microscopic Traffic Flow Model of Rural Highways." Thesis, 2006. http://ndltd.ncl.edu.tw/handle/12934864200047436414.
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碩士國立交通大學
運輸科技與管理學系
94
As the traffic jam in Taiwan getting worse with the fast growth to the amount of the vehicles in Taiwan, it is to hard to resolve the traffic system. Specifically, rural highway is the mainstream road system in Taiwan, and because it has very complex characters, the aim of this study is to know the characters. Based on car-following theory, microscopic traffic flow theory, kinematics theorem, fuzzy theory, and behavioral threshold model, this study is proposed a microscopic traffic flow model, incorporating the car-following threshold and lane-changing models on rural highways. The car following threshold model is developed by classifying the driver risk factor based on GM Model. This study is also proposed a modified lane changing angle and acceleration models considering the lead car difference between car and bus by video recording data as well. The last part is to propose a lane changing rule based on the proceeding lane changing angel and acceleration models. This study result promotes the road administrators to identify and validate the traffic control system or mange the system on rural highways.
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謝勝隆. "A study on free-flow speed estimation model of rural highways." Thesis, 2003. http://ndltd.ncl.edu.tw/handle/26qhs3.
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Ma, Jianming 1972. "Bayesian multivariate poisson-lognormal regression for crash prediction on rural two-lane highways." 2006. http://hdl.handle.net/2152/13068.
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Mecham, Megan E. "Optimal sensor placement for measuring operating speeds through curves on rural two-lane highways." Thesis, 2012. http://hdl.handle.net/1957/30029.
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Operating speed is one of the best performance measures that can tell transportation agencies how well or how poorly the transportation system is functioning. Fluctuating operating speeds often mean there is a design flaw or something about the physical road design that violates drivers' expectations. A primary example of this is a horizontal curve on a highway that had a reduced recommended advisory speed. Traditionally, researchers and transportation agencies measure operating speeds along the approach tangent to a horizontal curve and at the midpoint of the curve. This thesis looks at the significance of alternate measuring locations within the curve. It also analyzes the difference between the 85th percentile maximum speed reduction and the more traditional measure of the reduction in 85th percentile speeds, which is used as an indicator of safety.Graduation date: 2012
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Mwesige, Godfrey. "A methodology for operations-based safety appraisal of two-lane rural highways : Application in Uganda." Doctoral thesis, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-176480.
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The majority of the road infrastructure in developing countries consists oftwo-lane highways with one lane in each travel direction. Operational efficiency of these highways is derived fromintermittent passing zones where fast vehicles are permitted by design to pass slow vehicles using the opposite traffic lane. Passing zonescontributeto reduction oftravel delay and queuing of fast vehiclesbehind slow vehicles. Thishoweverincreases crash risks between passing and opposite vehiclesespecially at high traffic volumesdue to reduction of passing opportunities.Reduction of passing-related crash risks is therefore a primary concern ofpolicy makers, planners, and highway design engineers. Despite the wide application of passing zones on two-lane highways, there is limited knowledge on the underlying causal mechanisms that exacerbate crash risks, and the essential tools to assess safety of the passing zones. This thesis presentsa methodology to appraisesafety of two-lane rural highways based on observed operation of passing zones.Theproposed methodology takes into accountthe impact of traffic and geometric factors onthe rate passing maneuvers end insidepassing zonesand in the no-passing zones, adequacy ofthe designpassing sight distance,and time-to-collision at the end of passing maneuvers.Thethesis is comprised offive papers addressing capacity and safety aspectsof passing zoneson two-lane rural highways. Paper Ipresents a review of the literature on capacity and safety of passing zones. Paper IIdiscusses adequacy of the design passing sight distance based on the sight distance required to complete a passing maneuverusing observed data. Paper IIIdiscusses formulation, estimation, and application of a model to predict the passing rate using geometric and traffic factors, and applications. Paper IVdiscusses risk appraisal of the passing process based on the probability to complete passing maneuvers with time-to-collision less than 3.0 seconds taking into account the accepted gap in the opposite direction and the passing duration. Paper Vdiscusses formulation and estimation of models to predict the probability and the rate at which passing maneuvers end in a no-passing zone, and applications. Resultsshow that passing zones of lengths between 1.30and 2.50km aregood for both operational efficiency and safety.Passing zones of lengths between 0.50and 1.30km exhibitincreasing crash risks resulting from delayed passing maneuvers thatend in the no-passing zone where the sight distance is limited to evadepotential collisions. Safety of these passing zones could be enhanced with additional signage to indicate the farthestpoint along a passing zone that maneuvers can be initiated so as not to end in a no-passing zone. Passing zones less than 0.50km compel drivers to commence passing maneuvers close to the beginning of the passing zone,and should be avoided during design for safety reasons. The results further show that the passing rate depends on the length of the passing zone, absolute vertical grade, traffic volume in two travel directions, directional split, 85thpercentile speed of free flow vehicles,and percent of heavy vehicles in the subject direction. The peak-passing rate also known as the passing capacity occurs at 200, 220, and 240vph in the subject direction for 50/50, 55/45, and 60/40directional splits, respectively. The rate at which passing maneuvers end in a no-passing zone increaseswith traffic volume and unequal distribution of traffic in two directions, absolute vertical grade, and percent of heavy vehiclesin the subject direction. The thesis furtherdiscusses practical applications of the study findings in highway planning and design to enhancesafety and improve operational efficiency of two-lane rural highways.QC 20151106