Relevant bibliographies by topics / Traffic circles – Mathematics

Academic literature on the topic 'Traffic circles – Mathematics'

Author: Grafiati
Published: 10 December 2022
Last updated: 28 January 2023

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Journal articles on the topic "Traffic circles – Mathematics"

1

Hu, Jiangbi, Lucheng He, Ronghua Wang, Chike Yuan, and Xiaojuan Gao. "The Permitted Dimension of Guide Sign in Freeway Tunnel Restricted by the Geometric Space of the Tunnel Vault." Mathematical Problems in Engineering 2020 (July 27, 2020): 1–11. http://dx.doi.org/10.1155/2020/4892723.

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Traffic guide signs should be settled in a freeway tunnel when there is a short distance between the interchange exit ramp and the tunnel exit in order to provide enough reaction time for drivers. However, there is not enough space for guide sign in a tunnel adopting the same design method as the guide sign along the general segment of the freeway. The maximum dimension of a guide sign in tunnel should be studied firstly. Based on the analysis of the characteristics of the inner outline design of the tunnel and its relationship with the guide sign dimension, the study was classified into different combination conditions: left superelevation and right superelevation under two-, three-, or four-lane freeway tunnels, respectively. The essential elements, the horizontal and vertical clearances, the radius of the tunnel vault circles, the angle of the superelevation, and the allowance vertical dimension for future sign installation were all taken into account to establish the dimension model of the guide sign in the tunnel. The maximum dimensions of the guide signs were proposed under different combination conditions. The results indicated that there is only one set of the width and the height to obtain the maximum area of the guide sign in the freeway tunnel. The height of the guide sign reduces with the increase of its widths, and the area of the guide sign increases and then reduces with the increase of its width under the same grade of superelevation. The changing trend and extent of the dimension of the guide sign under left superelevation condition were different from those under right superelevation.
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2

Ji, Nan, Jie Zhang, and Kaiwen Guo. "Mathematical model for designing the traffic circle control." International Journal of Innovative Computing and Applications 4, no. 1 (2012): 58. http://dx.doi.org/10.1504/ijica.2012.045703.

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3

Ji, Nan, Jie Zhang, and Yan Gao. "A Smooth Flow of Traffic Circle Model." Applied Mechanics and Materials 50-51 (February 2011): 54–58. http://dx.doi.org/10.4028/www.scientific.net/amm.50-51.54.

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This article sets up mathematic model for the traffic circle to determine how best to control traffic flow. In order to make the traffic at the circle intersection smooth in maximum, this model figures out the largest traffic capacity through Wardrop’s formula. When the signal control is needed, a linkage time solving model is set up, which proves the number of seconds of every green light and work out the delay time. At last, the simulation software VISSIM is used for an example to work out the average delay time under the signal control. The result matches with this model.
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4

ANNUNZIATA, CASCONE, CIRO D'APICE, PICCOLI BENEDETTO, and RARITÀ LUIGI. "OPTIMIZATION OF TRAFFIC ON ROAD NETWORKS." Mathematical Models and Methods in Applied Sciences 17, no. 10 (October 2007): 1587–617. http://dx.doi.org/10.1142/s021820250700239x.

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This paper focuses on the optimization of traffic flow on a road network, modeled by a fluid-dynamic approach. Three cost functionals that measure average velocity, average traveling time, and total flux of cars, are considered. First, such functionals are optimized for two simple networks that consist of a single junction: one with two incoming and one outgoing roads (junctions of 2 × 1 type), and the other with one incoming and two outgoing roads (junctions of 1 × 2 type). The optimization is made with respect to right of way parameters and traffic distribution coefficients, obtaining an explicit solution. Then, through simulations, the traffic behavior for complex networks is studied. The main result is that the local optimization ensures a very good result also for the complete network. This is shown by the case study of Re di Roma Square, a big traffic circle of the urban network of Rome.
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5

Wang, Weiping, Saini Yang, Kai Yin, Zhidan Zhao, Na Ying, and Jingfang Fan. "Network approach reveals the spatiotemporal influence of traffic on air pollution under COVID-19." Chaos: An Interdisciplinary Journal of Nonlinear Science 32, no. 4 (April 2022): 041106. http://dx.doi.org/10.1063/5.0087844.

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Air pollution causes widespread environmental and health problems and severely hinders the quality of life of urban residents. Traffic is critical for human life, but its emissions are a major source of pollution, aggravating urban air pollution. However, the complex interaction between traffic emissions and air pollution in cities and regions has not yet been revealed. In particular, the spread of COVID-19 has led various cities and regions to implement different traffic restriction policies according to the local epidemic situation, which provides the possibility to explore the relationship between urban traffic and air pollution. Here, we explore the influence of traffic on air pollution by reconstructing a multi-layer complex network base on the traffic index and air quality index. We uncover that air quality in the Beijing–Tianjin–Hebei (BTH), Chengdu–Chongqing Economic Circle (CCS), and Central China (CC) regions is significantly influenced by the surrounding traffic conditions after the outbreak. Under different stages of the fight against the epidemic, the influence of traffic in some regions on air pollution reaches the maximum in stage 2 (also called Initial Progress in Containing the Virus). For the BTH and CC regions, the impact of traffic on air quality becomes bigger in the first two stages and then decreases, while for CC, a significant impact occurs in phase 3 among the other regions. For other regions in the country, however, the changes are not evident. Our presented network-based framework provides a new perspective in the field of transportation and environment and may be helpful in guiding the government to formulate air pollution mitigation and traffic restriction policies.
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6

Wang, Weiping, Saini Yang, Kai Yin, Zhidan Zhao, Na Ying, and Jingfang Fan. "Network approach reveals the spatiotemporal influence of traffic on air pollution under COVID-19." Chaos: An Interdisciplinary Journal of Nonlinear Science 32, no. 4 (April 2022): 041106. http://dx.doi.org/10.1063/5.0087844.

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Abstract:
Air pollution causes widespread environmental and health problems and severely hinders the quality of life of urban residents. Traffic is critical for human life, but its emissions are a major source of pollution, aggravating urban air pollution. However, the complex interaction between traffic emissions and air pollution in cities and regions has not yet been revealed. In particular, the spread of COVID-19 has led various cities and regions to implement different traffic restriction policies according to the local epidemic situation, which provides the possibility to explore the relationship between urban traffic and air pollution. Here, we explore the influence of traffic on air pollution by reconstructing a multi-layer complex network base on the traffic index and air quality index. We uncover that air quality in the Beijing–Tianjin–Hebei (BTH), Chengdu–Chongqing Economic Circle (CCS), and Central China (CC) regions is significantly influenced by the surrounding traffic conditions after the outbreak. Under different stages of the fight against the epidemic, the influence of traffic in some regions on air pollution reaches the maximum in stage 2 (also called Initial Progress in Containing the Virus). For the BTH and CC regions, the impact of traffic on air quality becomes bigger in the first two stages and then decreases, while for CC, a significant impact occurs in phase 3 among the other regions. For other regions in the country, however, the changes are not evident. Our presented network-based framework provides a new perspective in the field of transportation and environment and may be helpful in guiding the government to formulate air pollution mitigation and traffic restriction policies.
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7

Wang, Weiping, Saini Yang, Kai Yin, Zhidan Zhao, Na Ying, and Jingfang Fan. "Network approach reveals the spatiotemporal influence of traffic on air pollution under COVID-19." Chaos: An Interdisciplinary Journal of Nonlinear Science 32, no. 4 (April 2022): 041106. http://dx.doi.org/10.1063/5.0087844.

Full text
Abstract:
Air pollution causes widespread environmental and health problems and severely hinders the quality of life of urban residents. Traffic is critical for human life, but its emissions are a major source of pollution, aggravating urban air pollution. However, the complex interaction between traffic emissions and air pollution in cities and regions has not yet been revealed. In particular, the spread of COVID-19 has led various cities and regions to implement different traffic restriction policies according to the local epidemic situation, which provides the possibility to explore the relationship between urban traffic and air pollution. Here, we explore the influence of traffic on air pollution by reconstructing a multi-layer complex network base on the traffic index and air quality index. We uncover that air quality in the Beijing–Tianjin–Hebei (BTH), Chengdu–Chongqing Economic Circle (CCS), and Central China (CC) regions is significantly influenced by the surrounding traffic conditions after the outbreak. Under different stages of the fight against the epidemic, the influence of traffic in some regions on air pollution reaches the maximum in stage 2 (also called Initial Progress in Containing the Virus). For the BTH and CC regions, the impact of traffic on air quality becomes bigger in the first two stages and then decreases, while for CC, a significant impact occurs in phase 3 among the other regions. For other regions in the country, however, the changes are not evident. Our presented network-based framework provides a new perspective in the field of transportation and environment and may be helpful in guiding the government to formulate air pollution mitigation and traffic restriction policies.
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8

Xi, Jianfeng, Kai Mu, Tongqiang Ding, Chengyuan Zhang, and Hongyu Guo. "A macroscopic and hierarchical location model of regional road traffic disaster relief material repository." Advances in Mechanical Engineering 11, no. 1 (January 2019): 168781401882176. http://dx.doi.org/10.1177/1687814018821764.

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Since the disaster point of road traffic emergency and the emergency demand were uncertain, the demand weighting model and the hierarchical location model are suitable for the characteristics of road traffic emergency. According to the requirements for coverage area of the macroscopic-location of the large area of disaster relief material repository, the demand weighting model and the hierarchical location model were established in this article. Among them, the demand weight model was solved by modeling, and the demand weight of each disaster point was obtained; the location model was combined with immune algorithm and ant colony algorithm to get the hierarchical location scheme. Finally, Jing-jin-ji that represented China’s “capital circle” was taken as an example, the model was solved using MATLAB, the mathematical software, and provided scientific and reasonable decision-making support for location selection. Moreover, it also provided a basis for the classification of the road traffic disaster relief material repository.
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9

Gasser, I., and B. Werner. "Dynamical phenomena induced by bottleneck." Philosophical Transactions of the Royal Society A: Mathematical, Physical and Engineering Sciences 368, no. 1928 (October 13, 2010): 4543–62. http://dx.doi.org/10.1098/rsta.2010.0118.

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We study a microscopic follow-the-leader model on a circle of length L with a bottleneck. Allowing large bottleneck strengths we encounter very interesting traffic dynamics. Different types of waves—travelling and standing waves and combinations of both wave types—are observed. The way to find these phenomena requires a good understanding of the complex dynamics of the underlying (nonlinear) equations. Some of the phenomena, like the ponies-on-a-merry-go-round solutions, are mathematically well known from completely different applications. Mathematically speaking we use Poincaré maps, bifurcation analysis and continuation methods beside numerical simulations.
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10

Shi, Ziqian, Hua Chen, Kai Fan, and Peng Chen. "Some thoughts and strategies of planning for the impact of “COVID-19” epidemic in Yunnan plateau basin." E3S Web of Conferences 185 (2020): 03044. http://dx.doi.org/10.1051/e3sconf/202018503044.

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Combined with the big data report of Baidu epidemic, and based on the transmission route and characteristics of “COVID-19” Virus, using GIS spatial analysis technology and related mathematical models, the correspondence between the epidemic development distribution and the spatial pattern of the basin in the Yunnan Plateau was simulated, and the basin distribution, traffic accessibility, urban scale, and tourism fever were found. Destination fever is closely related to the development of the epidemic. Changing the mode of transportation in the basin, changing the mode of land use, constructing regional public health facilities, and improving the community living circle have a suppressive effect on the spread of the epidemic. According to the simulation conclusions, this article focuses on blocking the spread of the epidemic and guaranteeing the treatment and basic life of the personnel during the disaster. It proposes the considerations of the territorial space planning of the Yunnan Plateau basin in response to the epidemic from the region (province)-basin area-community and governance level.
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Dissertations / Theses on the topic "Traffic circles – Mathematics"

1

Krogscheepers, Johann Christoff. "Traffic circles in South Africa : traffic performance and driver behaviour." Thesis, 1997. http://hdl.handle.net/10413/9504.

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This thesis presents the results of an investigation into traffic operations and driver behaviour at traffic circles under South African conditions. The scarcity of local traffic circles necessitated the development of a simulation program (TRACSIM) to assist in the research process. This microscopic program for single lane circles is based on event updates and was calibrated and validated based on local data. Because the acceptance of gaps is such a vital part of the operation of a traffic circle, it was examined in detail. Specific attention was given to the possible use of a gap acceptance model based on variables other than time. Since the gap acceptance process also depends on the gap distribution in the circulating stream, the effect of the origin-destination pattern was also investigated. Two existing analysis techniques are evaluated and verified for local conditions, improving them where possible. Generally these techniques under-estimate traffic delay at local circles. Observations indicate a difference between the acceptance of gaps/lags in the entering and circulating stream of conflicting traffic as well as a difference between critical gaps and critical lags. The mean observed critical gaps/lags are larger than in other countries, which indicates that delays at local circles will be greater. Gap/lag acceptance based on critical distances rather than critical times was applied successfully in the simulation program TRACSIM. A method is proposed to estimate critical distances from the geometric layout of the circle. Critical gaps are not fixed, but should vary with at least the conflicting flows. The investigation of the effect of unbalanced flows on delay, showed that the variability in drivers' critical gaps is more a function of delay than of conflicting flow. Entry delays increase because of an increase in conflicting flows or because of an unfavourable imbalance of conflicting flows. In both instances the drivers' critical gaps will decrease. A variable critical gap model only based on conflicting flows will show no change in the drivers' critical gaps if the conflicting volumes remain constant, even though the actual average delay might increase because of an unfavourable imbalance in conflicting flows.
Thesis (Ph.D.)-University of Natal, Durban, 1997.
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Books on the topic "Traffic circles – Mathematics"

1

Mauro, Raffaele. Calculation of roundabouts: Capacity, waiting phenomena and reliability. Heidelberg: Springer, 2010.

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2

Mauro, Raffaele. Calculation of Roundabouts: Capacity, Waiting Phenomena and Reliability. Springer, 2010.

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3

Mauro, Raffaele. Calculation of Roundabouts: Capacity, Waiting Phenomena and Reliability. Springer Berlin / Heidelberg, 2014.

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Book chapters on the topic "Traffic circles – Mathematics"

1

"The Mathematical Beauty of Traffic Circles." In International Conference on Optimization Design (ICOD 2010), 379–81. ASME Press, 2010. http://dx.doi.org/10.1115/1.859582.paper87.

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