Journal articles on the topic 'Traffic engineering Australia'
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Nguyen-Phuoc, Duy Q., Graham Currie, Chris De Gruyter, and William Young. "Net Impacts of Streetcar Operations on Traffic Congestion in Melbourne, Australia." Transportation Research Record: Journal of the Transportation Research Board 2648, no. 1 (January 2017): 1–9. http://dx.doi.org/10.3141/2648-01.
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Public transit is widely recognized to reduce urban traffic congestion, as it encourages automobile travelers off the road. However, streetcars have been criticized for causing traffic congestion because large trams must operate in mixed traffic on narrow, congested streets. At the same time, streetcars reduce congestion by encouraging automobile drivers to use trams. So what is the net effect of streetcars on congestion? This paper presents a new method for assessing the net traffic congestion effects associated with streetcar operations in Melbourne, Australia, which has the largest streetcar network in the world. Impacts were determined with the use of a traffic network model to compare congestion with trams and without trams. The positive impacts of trams were estimated by using mode shift from tram to automobile when tram services were removed. Negative impacts were explored by considering streetcar traffic operations, the impact of curbside tram stops, and the effect of exclusive priority tram lanes on traffic flow. Findings show that the streetcar network in inner Melbourne results in a net congestion benefit to traffic; a 3.4% decrease in vehicle time traveled and total delay on the road network was established. The streetcar network also contributes to reducing the number of moderately congested links by 16%. Areas for future research are suggested, such as exploring the spatial distribution of the mode shift to automobile and the long-term effect of trams on traffic.
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Nguyen, V. Ngoc. "Evaluation of SCATSIM–RTA Adaptive Traffic Network Simulation Model." Transportation Research Record: Journal of the Transportation Research Board 1566, no. 1 (January 1996): 8–19. http://dx.doi.org/10.1177/0361198196156600102.
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The traffic network simulation model, SCATSIM, was developed by the Roads and Traffic Authority of New South Wales, Australia, as an aid to the development and improvement of the Sydney Coordinated Adaptive Traffic System (SCATS). It is capable of simulating traffic under different control techniques (such as fixed-time and SCATS adaptive control). Other traffic control systems, with known control algorithms, can also be simulated by SCATSIM. This paper is aimed at evaluating SCATSIM performance against a well-accepted analytical model, TRANSYT. Test runs demonstrate that SCATSIM is capable of simulating comprehensive traffic conditions derived from real world situations. It indicates that SCATSIM can simulate (a) traffic delay, vehicle stops, and fuel consumption within 11 percent of those predicted by TRANSYT; and (b) vehicle pollution emission (carbon monoxide, hydrocarbons, and oxides of nitrogen) within 5 percent of what is derived from TRANSYT results.
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Zein, Sany R., Erica Geddes, Suzanne Hemsing, and Mavis Johnson. "Safety Benefits of Traffic Calming." Transportation Research Record: Journal of the Transportation Research Board 1578, no. 1 (January 1997): 3–10. http://dx.doi.org/10.3141/1578-01.
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This study was conducted to determine whether there are quantifiable collision-reduction benefits that result from traffic calming. Traffic calming is typically implemented to address speeding and external traffic concerns. It is intuitively recognized that successful traffic calming would therefore result in safety benefits. This research attempted to determine whether these safety benefits are measurable and significant. Four local traffic-calming projects in the Greater Vancouver area were reviewed as part of the research. All four of the projects achieved reductions in collision frequency, severity, and the annual collision claim costs. The magnitude of these benefits varied among the projects, with an average 40 percent reduction in collision frequency and 38 percent reduction in the annual claims costs. A total of 85 case studies from Europe, Australia, and North America were reviewed to determine the safety benefits of traffic calming as measured by other jurisdictions. The international case studies in which more than five precalming collisions per year occurred were analyzed separately. In this group of 15 studies, the decrease in collision frequency ranged from 8 percent to 95 percent. The implementation of traffic calming involves participation on the part of the general public, local municipalities, and emergency response organizations. The planning, engineering, and public consultation process are all a necessary part of the process to improving neighborhood livability. The results of this research provide evidence that the safety benefits of traffic calming are both quantifiable and significant.
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Flannery, Aimee, and Tapan K. Datta. "Modern Roundabouts and Traffic Crash Experience in United States." Transportation Research Record: Journal of the Transportation Research Board 1553, no. 1 (January 1996): 103–9. http://dx.doi.org/10.1177/0361198196155300115.
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Roundabouts have become popular in Australia and many countries in Europe during the past few decades. In the United States of America, however, roundabouts are just beginning to be recognized as an alternative treatment for roadway intersections. An effort was made to collect traffic and traffic crash data for existing roundabouts in the United States and to perform a statistical analysis to determine the effectiveness of roundabouts as a treatment for intersecting roadways. General information about thirteen roundabouts located in Maryland, Florida, Nevada, and California was collected and is included for readers’ use. In addition, six retrofitted roundabout sites with accident data ranging from 1 to 3 years before and after were analyzed. In all but one case, the reduction in accidents for roundabout sites was in the range of 60 to 70 percent. A chi-squared test and a normal approximation test were performed using the accident data from these six roundabout sites. Both of these tests indicated a significant difference in the reduction of frequency and mean of accidents at 95 and 99 percent confidence levels, respectively, between pre-roundabout and post-roundabout periods. Results, though limited, are encouraging and in line with findings of past European and Australian studies involving roundabouts. Additional studies on the safety performance of U.S. roundabouts should be conducted in the future when more data are available to reinforce these findings.
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Heiets, Iryna, Richard C. K. Yeun, Wim J. C. Verhagen, and Jiezhuoma La. "Analysis of Bilateral Air Services Agreement Liberalization in Australia." Aerospace 9, no. 7 (July 11, 2022): 371. http://dx.doi.org/10.3390/aerospace9070371.
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This paper examines an assessment of the level of air transport services liberalization in Australia in order to generate recommendations on what key market access features of Air Services Agreements should be revised to reflect the changes in air transport characteristics, including the increase in air cargo traffic during the COVID-19 period. The different variants of the key market access features of ASA, levels of air transport liberalization and the extent of air transport service liberalization between Australia and 104 partner countries were analysed using descriptive study, comparison analysis and the ALI index. The ALI index is calculated for four different weighting schemes. Passenger capacity in 41 bilateral agreements contain restrictions of frequency, capacity and aircraft type. The analysis of cooperative arrangements indicated that Australia has a single aviation market only with New Zealand. The cargo capacity analysis identified different types of capacity restrictions based on weekly cargo service, volume, destinations, designated airline and aircraft types. In conclusion, cargo capacity analysis illustrates that the level of liberalization is high, but the air services agreements between Australia and other countries in the first and second cargo capacity groups should be revised to reflect the increase in air cargo traffic during COVID-19.
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Debnath, Ashim Kumar, Ross Blackman, Narelle Haworth, and Yusuf Adinegoro. "Influence of Remotely Operated Stop–Slow Controls on Driver Behavior in Work Zones." Transportation Research Record: Journal of the Transportation Research Board 2615, no. 1 (January 2017): 19–25. http://dx.doi.org/10.3141/2615-03.
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Remotely operated devices for traffic control—portable traffic lights and automated flagger assistance devices—are used to improve flagger safety in a one-lane-each-way work zone with lane closure. Previous research has measured the effectiveness of these devices as driver compliance rates and driver understanding of the devices, but the effects of these devices on driver behavior have not yet been examined comprehensively. Therefore, the influence of remotely operated stop–slow traffic control devices on driver behavior was examined. Video-recorded traffic movements from a rural work zone in the Queensland state of Australia provided driver speeds, deceleration profiles, stopping behavior, and compliance rates for a set of remotely operated devices new to Australia: static red–amber–green lights, static red–amber lights, static red–amber arrow lights, and mechanical stop–slow signs. Pneumatic tube traffic counters were used to collect driver speeds before and after the devices, and an on-road driver survey was conducted to elicit driver understanding of the devices. Results indicated that drivers had difficulty understanding the new devices, particularly the amber light and amber arrow options (which confused drivers about their meaning—to stop or to go). The new remotely operated devices resulted in higher approach speeds, greater variability in approach speeds, and faster deceleration rates than the flagger method. The good compliance rates observed with the remotely operated devices imply that the devices could improve flagger safety by reducing flagger exposure to traffic; however, the negative effects on driver behavior might indicate an increased risk of rear-end crashes in the advance warning area.
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Holloway, R. E., and A. R. Dexter. "Traffic intensity of arable land on the Eyre peninsula of South Australia." Journal of Terramechanics 27, no. 3 (January 1990): 247–59. http://dx.doi.org/10.1016/0022-4898(90)90015-e.
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Mahbub, Parvez, Ashantha Goonetilleke, Godwin A. Ayoko, Prasanna Egodawatta, and Tan Yigitcanlar. "Analysis of build-up of heavy metals and volatile organics on urban roads in gold coast, Australia." Water Science and Technology 63, no. 9 (May 1, 2011): 2077–85. http://dx.doi.org/10.2166/wst.2011.151.
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Urban water quality can be significantly impaired by the build-up of pollutants such as heavy metals and volatile organics on urban road surfaces due to vehicular traffic. Any control strategy for the mitigation of traffic related build-up of heavy metals and volatile organic pollutants should be based on the knowledge of their build-up processes. In the study discussed in this paper, the outcomes of a detailed experimental investigation into build-up processes of heavy metals and volatile organics are presented. It was found that traffic parameters such as average daily traffic, volume over capacity ratio and surface texture depth had similar strong correlations with the build-up of heavy metals and volatile organics. Multicriteria decision analyses revealed that that the 1–74 μm particulate fraction of total suspended solids (TSS) could be regarded as a surrogate indicator for particulate heavy metals in build-up and this same fraction of total organic carbon could be regarded as a surrogate indicator for particulate volatile organics build-up. In terms of pollutants affinity, TSS was found to be the predominant parameter for particulate heavy metals build-up and total dissolved solids was found to be the predominant parameter for the potential dissolved particulate fraction in heavy metals buildup. It was also found that land use did not play a significant role in the build-up of traffic generated heavy metals and volatile organics.
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Emami, Azadeh, Majid Sarvi, and Saeed Asadi Bagloee. "A neural network algorithm for queue length estimation based on the concept of k-leader connected vehicles." Journal of Modern Transportation 27, no. 4 (November 24, 2019): 341–54. http://dx.doi.org/10.1007/s40534-019-00200-y.
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AbstractThis paper presents a novel method to estimate queue length at signalised intersections using connected vehicle (CV) data. The proposed queue length estimation method does not depend on any conventional information such as arrival flow rate and parameters pertaining to traffic signal controllers. The model is applicable for real-time applications when there are sufficient training data available to train the estimation model. To this end, we propose the idea of “k-leader CVs” to be able to predict the queue which is propagated after the communication range of dedicated short-range communication (the communication platform used in CV system). The idea of k-leader CVs could reduce the risk of communication failure which is a serious concern in CV ecosystems. Furthermore, a linear regression model is applied to weigh the importance of input variables to be used in a neural network model. Vissim traffic simulator is employed to train and evaluate the effectiveness and robustness of the model under different travel demand conditions, a varying number of CVs (i.e. CVs’ market penetration rate) as well as various traffic signal control scenarios. As it is expected, when the market penetration rate increases, the accuracy of the model enhances consequently. In a congested traffic condition (saturated flow), the proposed model is more accurate compared to the undersaturated condition with the same market penetration rates. Although the proposed method does not depend on information of the arrival pattern and traffic signal control parameters, the results of the queue length estimation are still comparable with the results of the methods that highly depend on such information. The proposed algorithm is also tested using large size data from a CV test bed (i.e. Australian Integrated Multimodal Ecosystem) currently underway in Melbourne, Australia. The simulation results show that the model can perform well irrespective of the intersection layouts, traffic signal plans and arrival patterns of vehicles. Based on the numerical results, 20% penetration rate of CVs is a critical threshold. For penetration rates below 20%, prediction algorithms fail to produce reliable outcomes.
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Abduljabbar, Rusul L., Hussein Dia, and Pei-Wei Tsai. "Unidirectional and Bidirectional LSTM Models for Short-Term Traffic Prediction." Journal of Advanced Transportation 2021 (March 26, 2021): 1–16. http://dx.doi.org/10.1155/2021/5589075.
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This paper presents the development and evaluation of short-term traffic prediction models using unidirectional and bidirectional deep learning long short-term memory (LSTM) neural networks. The unidirectional LSTM (Uni-LSTM) model provides high performance through its ability to recognize longer sequences of traffic time series data. In this work, Uni-LSTM is extended to bidirectional LSTM (BiLSTM) networks which train the input data twice through forward and backward directions. The paper presents a comparative evaluation of the two models for short-term speed and traffic flow prediction using a common dataset of field observations collected from multiple freeways in Australia. The results showed BiLSTM performed better for variable prediction horizons for both speed and flow. Stacked and mixed Uni-LSTM and BiLSTM models were also investigated for 15-minute prediction horizons resulting in improved accuracy when using 4-layer BiLSTM networks. The optimized 4-layer BiLSTM model was then calibrated and validated for multiple prediction horizons using data from three different freeways. The validation results showed a high degree of prediction accuracy exceeding 90% for speeds up to 60-minute prediction horizons. For flow, the model achieved accuracies above 90% for 5- and 10-minute prediction horizons and more than 80% accuracy for 15- and 30-minute prediction horizons. These findings extend the set of AI models available for road operators and provide them with confidence in applying robust models that have been tested and evaluated on different freeways in Australia.
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Aftabuzzaman, Md, Graham Currie, and Majid Sarvi. "Modeling the Spatial Impacts of Public Transport on Traffic Congestion Relief in Melbourne, Australia." Transportation Research Record: Journal of the Transportation Research Board 2144, no. 1 (January 2010): 1–10. http://dx.doi.org/10.3141/2144-01.
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Mansson, Joakim Trygg, Margareta Lutzhoft, and Ben Brooks. "Joint Activity in the Maritime Traffic System: Perceptions of Ship Masters, Maritime Pilots, Tug Masters, and Vessel Traffic Service Operators." Journal of Navigation 70, no. 3 (December 13, 2016): 547–60. http://dx.doi.org/10.1017/s0373463316000758.
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Teamwork in the maritime traffic system has been identified as an area of concern, and reports suggest there is room for improvement. Such improvements should be based on an understanding of how everyday activities are performed. This study was therefore aimed at gaining an insight into the everyday activity of navigating and manoeuvring ships in port waters. To get such an insight, the perceptions of ship masters, maritime pilots, tug masters and Vessel Traffic Service operators active in Australia were probed through qualitative research interviews. A conceptual framework based on Clark's work on joint activity was used to guide the study. Results indicate that in order to get the job done, these maritime professionals employ tools and procedures beyond those intended to be used, vary their level of participation, assume roles which differ from those prescribed, sometimes base their assumptions and expectations on poor quality evidence, and occasionally avoid communication. While such adaptations may be necessary to get the job done, they also reduce the participants’ ability to establish common ground – which is essential for coordination.
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Dey, Subhrasankha, Stephan Winter, and Martin Tomko. "Origin–Destination Flow Estimation from Link Count Data Only." Sensors 20, no. 18 (September 13, 2020): 5226. http://dx.doi.org/10.3390/s20185226.
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All established models in transportation engineering that estimate the numbers of trips between origins and destinations from vehicle counts use some form of a priori knowledge of the traffic. This paper, in contrast, presents a new origin–destination flow estimation model that uses only vehicle counts observed by traffic count sensors; it requires neither historical origin–destination trip data for the estimation nor any assumed distribution of flow. This approach utilises a method of statistical origin–destination flow estimation in computer networks, and transfers the principles to the domain of road traffic by applying transport-geographic constraints in order to keep traffic embedded in physical space. Being purely stochastic, our model overcomes the conceptual weaknesses of the existing models, and additionally estimates travel times of individual vehicles. The model has been implemented in a real-world road network in the city of Melbourne, Australia. The model was validated with simulated data and real-world observations from two different data sources. The validation results show that all the origin–destination flows were estimated with a good accuracy score using link count data only. Additionally, the estimated travel times by the model were close approximations to the observed travel times in the real world.
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Kim, K. S., and U. Vandebona. "User Requirements and Willingness To Pay for Traffic Information Systems: Case Study of Sydney, Australia." Transportation Research Record: Journal of the Transportation Research Board 1694, no. 1 (January 1999): 42–47. http://dx.doi.org/10.3141/1694-06.
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Rash-ha Wahi, Rabbani, Narelle Haworth, Ashim Kumar Debnath, and Mark King. "Influence of Type of Traffic Control on Injury Severity in Bicycle–Motor Vehicle Crashes at Intersections." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 38 (May 14, 2018): 199–209. http://dx.doi.org/10.1177/0361198118773576.
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Many studies have identified factors that contribute to bicycle–motor vehicle (BMV) crashes, but little is known about determinants of cyclist injury severity under different traffic control measures at intersections. Preliminary analyses of 5,388 police-reported BMV crashes from 2002 to 2014 from Queensland, Australia revealed that cyclist injury severity differed according to whether the intersection had a Stop/Give-way sign, traffic signals or no traffic control. Therefore, separate mixed logit models of cyclist injury severity (fatal/hospitalized, medically treated, and minor injury) were estimated. Despite similar distributions of injury severity across the three types of traffic control, more factors were identified as influencing cyclist injury severity at Stop/Give-way controlled intersections than at signalized intersections or intersections with no traffic control. Increased injury severity for riders aged 40–49 and 60+ and those not wearing helmets were the only consistent findings across all traffic control types, although the effect of not wearing helmets was smaller at uncontrolled intersections. Cyclists who were judged to be at fault were more severely injured at Stop/Give-way and signalized intersections. Speed zone influenced injury severity only at Stop/Give-way signs and appears to reflect differences in intersection design, rather than speed limits per se. While most BMV crashes occurred on dry road surfaces, wet road surfaces were associated with an increased cyclist injury severity at Stop/Give-way intersections. The results of this study will assist transport and enforcement agencies in developing appropriate mitigation strategies to improve the safety of cyclists at intersections.
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Flannery, Aimee, and Tapan Datta. "Operational Performance Measures of American Roundabouts." Transportation Research Record: Journal of the Transportation Research Board 1572, no. 1 (January 1997): 68–75. http://dx.doi.org/10.3141/1572-09.
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The introduction of a new form of at-grade intersection control in the United States, termed a roundabout, has left many researchers and practitioners puzzled about their performance level. Many researchers and practitioners have looked to foreign design and operational manuals for guidance. Although the methods contained in these manuals have been implemented in their respective countries, no one is certain how they will transfer to conditions in the United States. Considering that driver characteristics are a major contributor to operational performance, these methods may not accurately depict the performance level of roundabouts with American drivers. Driver characteristics, in relation to operational performance, of four single-lane roundabouts located in the United States are described. The same driver characteristics are compared with findings in Australia under similar conditions; in addition, the probability density function for gap acceptance is derived. American drivers do not always react the same as Australian drivers under similar conditions. However, use of the Australian methods is, in most cases, more conservative and therefore should not overpredict the capacity and performance of roundabouts in the United States. The probability density function for gap acceptance at roundabouts was similar in shape and slope to that of two-way stop control. However, comparison of the gap-acceptance values of right-turning vehicles at two-way stop control with those at a roundabout indicates that drivers at roundabouts accept smaller gaps in the traffic stream on entry. This leads to the conclusion that roundabouts should perform better than two-way or all-way stop-controlled intersections under most conditions. The question remains: When do roundabouts function better than traffic signals?
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Liu, Yuchen, Jianhong (Cecilia) Xia, and Aloke Phatak. "Evaluating the Accuracy of Bluetooth-Based Travel Time on Arterial Roads: A Case Study of Perth, Western Australia." Journal of Advanced Transportation 2020 (February 21, 2020): 1–19. http://dx.doi.org/10.1155/2020/9541234.
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Bluetooth (BT) time-stamped media access control (MAC) address data have been used for traffic studies worldwide. Although Bluetooth (BT) technology has been widely recognised as an effective, low-cost traffic data source in freeway traffic contexts, it is still unclear whether BT technology can provide accurate travel time (TT) information in complex urban traffic environments. Therefore, this empirical study aims to systematically evaluate the accuracy of BT travel time estimates in urban arterial contexts. There are two major hurdles to deriving accurate TT information for arterial roads: the multiple detection problem and noise in BT estimates. To date, they have not been fully investigated, nor have well-accepted solutions been found. Using approximately two million records of BT time-stamped MAC address data from twenty weekdays, this study uses five different BT TT-matching methods to investigate and quantify the impact of multiple detection problems and the noise in BT TT estimates on the accuracy of average BT travel times. Our work shows that accurate Bluetooth-based travel time information on signalised arterial roads can be derived if an appropriate matching method can be selected to smooth out the remaining noise in the filtered travel time estimates. Overall, average-to-average and last-to-last matching methods are best for long (>1 km) and short (≤1 km) signalised arterial road segments, respectively. Furthermore, our results show that the differences between BT and ground truth average TTs or speeds are systematic, and adding a calibration is a pragmatic method to correct inaccurate BT average TTs or speeds. The results of this research can help researchers and road operators to better understand BT technology for TT analysis and consequently to optimise the deployment location and configuration of BT MAC address scanners.
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Guegan, Dawn P., Peter T. Martin, and Wayne D. Cottrell. "Prioritizing Traffic-Calming Projects Using the Analytic Hierarchy Process." Transportation Research Record: Journal of the Transportation Research Board 1708, no. 1 (January 2000): 61–67. http://dx.doi.org/10.3141/1708-07.
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The analytic hierarchy process (AHP), a multiple-criteria decision-making tool, is used to prioritize traffic-calming projects. AHP is proposed as an alternative to existing point scoring systems. Prioritization methods used in traffic-calming programs in Portland, Oregon, and Canberra, Australia, are applied; the results are compared to those of AHP. The three methods apparently produce similar rankings when applied to local streets that have speeding problems. AHP produces rankings different from those of the other two methods, however, when complex issues and qualitative factors must be taken into account. AHP may be more suitable in cases in which some factors cannot be quantified. In the examples studied, these factors included traffic diversion, the importance of the street, the impacts of existing traffic-control devices and measures adjacent to elementary schools, terrain, and neighborhood residents’ opinions. None of these factors could readily be assigned a value in a point scoring system. Some of the concerns in applying AHP are the tediousness of making pairwise comparisons between alternatives, the consistency of the comparisons, and the defensibility of the scores. The decision maker should examine the scores to ensure that they are sensible and should be adequately aware of the issues so as to defend the scores. If there are n alternatives, then n( n - 1)/2 pairwise comparisons are needed. Clearly, for expedient application of AHP, the alternatives must be limited to a reasonable number.
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Shafique, Muhammad Awais. "Imputing Missing Data in Hourly Traffic Counts." Sensors 22, no. 24 (December 15, 2022): 9876. http://dx.doi.org/10.3390/s22249876.
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Hourly traffic volumes, collected by automatic traffic recorders (ATRs), are of paramount importance since they are used to calculate average annual daily traffic (AADT) and design hourly volume (DHV). Hence, it is necessary to ensure the quality of the collected data. Unfortunately, ATRs malfunction occasionally, resulting in missing data, as well as unreliable counts. This naturally has an impact on the accuracy of the key parameters derived from the hourly counts. This study aims to solve this problem. ATR data from New South Wales, Australia was screened for irregularities and invalid entries. A total of 25% of the reliable data was randomly selected to test thirteen different imputation methods. Two scenarios for data omission, i.e., 25% and 100%, were analyzed. Results indicated that missForest outperformed other imputation methods; hence, it was used to impute the actual missing data to complete the dataset. AADT values were calculated from both original counts before imputation and completed counts after imputation. AADT values from imputed data were slightly higher. The average daily volumes when plotted validated the quality of imputed data, as the annual trends demonstrated a relatively better fit.
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Messer, Carroll J. "Extension and Application of Prosser-Dunne Model to Traffic Operation Analysis of Oversaturated, Closely Spaced Signalized Intersections." Transportation Research Record: Journal of the Transportation Research Board 1646, no. 1 (January 1998): 106–14. http://dx.doi.org/10.3141/1646-13.
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Traffic congestion continues to have a serious impact on the productivity of the nation’s transportation system. Signalized arterials and service interchanges in urban areas serve as critical surface street facilities. These facilities often experience serious congestion problems because of high traffic demands that exceed capacity and also because of their common, closely spaced intersections and ramp terminals. Moreover, service interchanges are usually part of a signalized cross arterial and also may have short spacings to adjacent signalized intersections. Major deficiencies exist in the analysis technology and software tools available for analyzing potential traffic congestion problems at signalized arterials and service interchanges having closely spaced ramp terminals. This paper presents extensions of work originally published by Prosser and Dunne in Australia for analyzing the operational impacts of queue spillback on the capacity and delay of closely spaced signalized intersections. Coding of the described algorithm into FORTRAN was conducted, followed by experimental testing of the model using a calibrated version of the microscopic computer simulation program TRAF-NETSIM. Satisfactory comparisons were obtained between the initial version of the newly developed Prosser-Dunne Extended (PDX) model and NETSIM, but more testing and enhancement of the PDX model are recommended before implementation in existing operational software packages is considered.
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Giummarra, Melita J., Ben Beck, and Belinda J. Gabbe. "Classification of road traffic injury collision characteristics using text mining analysis: Implications for road injury prevention." PLOS ONE 16, no. 1 (January 27, 2021): e0245636. http://dx.doi.org/10.1371/journal.pone.0245636.
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Road traffic injuries are a leading cause of morbidity and mortality globally. Understanding circumstances leading to road traffic injury is crucial to improve road safety, and implement countermeasures to reduce the incidence and severity of road trauma. We aimed to characterise crash characteristics of road traffic collisions in Victoria, Australia, and to examine the relationship between crash characteristics and fault attribution. Data were extracted from the Victorian State Trauma Registry for motor vehicle drivers, motorcyclists, pedal cyclists and pedestrians with a no-fault compensation claim, aged > = 16 years and injured 2010–2016. People with intentional injury, serious head injury, no compensation claim/missing injury event description or who died < = 12-months post-injury were excluded, resulting in a sample of 2,486. Text mining of the injury event using QDA Miner and Wordstat was used to classify crash circumstances for each road user group. Crashes in which no other was at fault included circumstances involving lost control or avoiding a hazard, mechanical failure or medical conditions. Collisions in which another was predominantly at fault occurred at intersections with another vehicle entering from an adjacent direction, and head-on collisions. Crashes with higher prevalence of unknown fault included multi-vehicle collisions, pedal cyclists injured in rear-end collisions, and pedestrians hit while crossing the road or navigating slow traffic areas. We discuss several methods to promote road safety and to reduce the incidence and severity of road traffic injuries. Our recommendations take into consideration the incidence and impact of road trauma for different types of road users, and include engineering and infrastructure controls through to interventions targeting or accommodating human behaviour.
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Oh, Taeho, Yanping Xu, Zhibin Li, and Inhi Kim. "Driving Risk Analysis Based on Driving Experience at Hook-Turn Intersection Using the Emerging Virtual Reality Technology." Journal of Advanced Transportation 2022 (August 19, 2022): 1–12. http://dx.doi.org/10.1155/2022/8929826.
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The hook turn, which is rarely seen outside of Melbourne, Australia, reduces congestion in narrow road spaces shared with trams. Australia allows people from 44 nations to convert their home country driver’s license to an Australian driver’s license without a driving test. Visitors who have never heard of the hook-turn experience difficulty driving following the new traffic rule. From this aspect, investigating how inexperienced drivers encounter the hook-turn intersection is valuable for safety reasons. A driving simulator including virtual reality technology is developed to evaluate the level of safety of human driving behavior. The simulator in this research was developed by integrating Vissim and Unity3D embedded head-mounted display and driving devices to ensure a better driving experience. This research presented the development of a robust virtual reality driving simulator. It investigated how nonexperienced drivers respond to a completely new road condition. The results were compared with microsimulation outcomes (here, Vissim). The results showed that a human-driven car had a higher collision risk than a computer-driven car. The trajectories of the driver type were statistically different (t = 6.03, p 0.01, in the case of time-to collision ≤1.5 between experienced and computerized drivers). Participant responses to a postexperiment survey found that the simulator was realistic (4.31 out of 5.00), which could help beginner drivers (4.00 out of 5.00). Therefore, the simulator can be utilized for safety-related research as well as drivers’ training.
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Choi, Seongjin, Hwasoo Yeo, and Jiwon Kim. "Network-Wide Vehicle Trajectory Prediction in Urban Traffic Networks using Deep Learning." Transportation Research Record: Journal of the Transportation Research Board 2672, no. 45 (September 7, 2018): 173–84. http://dx.doi.org/10.1177/0361198118794735.
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This paper proposes a deep learning approach to learning and predicting network-wide vehicle movement patterns in urban networks. Inspired by recent success in predicting sequence data using recurrent neural networks (RNN), specifically in language modeling that predicts the next words in a sentence given previous words, this research aims to apply RNN to predict the next locations in a vehicle’s trajectory, given previous locations, by viewing a vehicle trajectory as a sentence and a set of locations in a network as vocabulary in human language. To extract a finite set of “locations,” this study partitions the network into “cells,” which represent subregions, and expresses each vehicle trajectory as a sequence of cells. Using large amounts of Bluetooth vehicle trajectory data collected in Brisbane, Australia, this study trains an RNN model to predict cell sequences. It tests the model’s performance by computing the probability of correctly predicting the next [Formula: see text] consecutive cells. Compared with a base-case model that relies on a simple transition matrix, the proposed RNN model shows substantially better prediction results. Network-level aggregate measures such as total cell visit count and intercell flow are also tested, and the RNN model is observed to be capable of replicating real-world traffic patterns.
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Zhang, Ting, and Xiang Tao Xu. "Study of Local Failure of a Multi-Plate Arch Bridge by Numerical Modeling." Advanced Materials Research 275 (July 2011): 65–68. http://dx.doi.org/10.4028/www.scientific.net/amr.275.65.
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An old multi-plate arch bridge (arch bridge) was built at a busy mining site for mine transportation in Western Australia in the early 1970s. After operation for more than 30 years, large deformations were noticed at the openings of two steel plate arches out the four at one side of the bridge. Site survey and inspection were carried, showing some corrosion and large deformation at the eastern end of the middle two arches of the bridge. This paper presents a simplified 2D finite element analysis (FEA) for predicting and evaluating the excessive deformation of the aged plates of the bridge. The finite element analysis results are consistent with the survey data for the deformed shape. It is found that the local failure was mainly caused by inadequate engineering design of skewed bridge a structure under the heavy traffic loads from iron ore mining trains on top of it.
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Bie, Yiming, Shaowu Cheng, and Zhiyuan Liu. "OPTIMIZATION OF SIGNAL-TIMING PARAMETERS FOR THE INTERSECTION WITH HOOK TURNS." Transport 32, no. 2 (May 30, 2017): 233–41. http://dx.doi.org/10.3846/16484142.2017.1285813.
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A Hook Turn (HT) traffic control scheme has been successfully implemented in urban Melbourne (Australia) ever since 1950s, for the regulation of right-turning vehicles at the intersections (in traffic system where driving is on the left). This paper addresses the optimal signal-timing of the HT scheme, which is still an open question in the literature. Under the HT scheme, right-turning vehicles should enter the intersection and stop at a waiting area. Hence, it is common to have a spillback from these vehicles if the right-turning volume is high. This paper provides an in-depth analysis of the spillback phenomenon on the traffic movements and the average delays, and proposes the models for the calculation of average delay in different cases. With the aim of minimizing the average delay of all the vehicles, a nonlinear integer-programming model is proposed for the optimal signal-timing problem of HT scheme. A Genetic Algorithm (GA) is used to solve this model, considering the complexity of its objective function. A realistic example developed based on one intersection with HT in urban Melbourne is adopted to assess the proposed methodology. Based on real survey data in morning peak and nonpeak hours, we compare the existing signal plan and optimal plan. The numerical test shows that compared with the existing plan, the optimal plan can reduce the average delay for 12.05% in peak hour and 19.96% in nonpeak hour. Sensitive analysis is also conducted to investigate the variation of right-turning ratio on the intersection operational performance.
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Bullen, Frank. "Design and Construction of Low-Cost, Low-Volume Roads in Australia." Transportation Research Record: Journal of the Transportation Research Board 1819, no. 1 (January 2003): 173–79. http://dx.doi.org/10.3141/1819b-22.
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Inexpensive roads constructed by using local knowledge of material behavior have been shown to be capable of meeting rural traffic requirements without the need for importation of hard and expensive quarried crushed rock or gravel. In Australia, low-cost, low-volume roads are typically rural roads constructed in a broad range of operating environments, varying from arid to tropical. The areas that contain the longest length of rural roads, however, are arid or semiarid and are often subjected to periods with low levels of precipitation and high levels of evaporation, frequently followed by periods of intense rainfall. Locally available materials for road making may not meet the usual standard road authority requirements for high-quality aggregate and are thus termed “marginal,” “nonstandard,” or even “inferior.” Because these materials are a resource that cannot be ignored, locally derived specifications are formulated for specific materials to allow more efficient expansion and maintenance of road networks in remote rural areas. Many of the subgrades within arid and semiarid areas are sensitive to water ingress and are termed “cracking” or “expansive” clays. The combination of hostile environment, poor subgrade, and marginal construction aggregates means that the engineer must take an entrepreneurial approach when developing the rural road infrastructure. Some of the methods used to develop and maintain a highway infrastructure for remote rural areas in Australia are outlined, with the Western Queensland region used for illustrative purposes.
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Phan, Duc C., Long T. Truong, Hien D. Nguyen, and Richard Tay. "Modelling the Relationships between Train Commuters’ Access Modes and Traffic Safety." Journal of Advanced Transportation 2022 (February 26, 2022): 1–17. http://dx.doi.org/10.1155/2022/3473397.
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Walking, cycling, and feeder bus/tram for first- and last-mile (FLM) train access are often considered to have better health benefits, lower cost, and less environmental impacts than driving. However, little is known about the road safety impacts of these FLM access modes, particularly at a network level. This paper aims to investigate the impacts of train commuters’ access modes on road safety in Victoria, Australia. Macroscopic analyses of crash outcomes in each zone (i.e., Statistical Area Level 1) were performed using negative binomial (NB) and spatially lagged X negative binomial (SLXNB), accounting for potential indirect effects of mode shares in adjacent zones. This macroscopic analysis approach enabled the consideration of the safety effects across the network. The results showed that the SLXNB models outperformed the NB models. Commuting by train, either with walking or car as FLM access mode, was negatively associated with both total and severe crashes. In addition, commuting by train with feeder bus/tram access mode was negatively associated with severe crashes. Interestingly, commuting by train with cycling access mode was negatively associated with total crashes, with a larger effect when compared to walking and car access modes. Overall, the results suggested promoting active transport as FLM train access mode would lead to an improvement in road safety.
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Virkler, Mark R., and Rajesh Balasubramanian. "Flow Characteristics on Shared Hiking/Biking/Jogging Trails." Transportation Research Record: Journal of the Transportation Research Board 1636, no. 1 (January 1998): 43–46. http://dx.doi.org/10.3141/1636-07.
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Trails shared by hikers, bicyclists, and joggers present the unusual traffic flow situation of a facility serving three classes of users with distinctly different flow characteristics. Data on typical trail volumes are summarized. A procedure developed by Botma to describe quality of flow on shared pedestrian/bicycle paths is then discussed. Data from two sites, the MKT Trail in Columbia, Missouri, and a riverside trail in Brisbane, Australia, were collected to describe speed and passing time characteristics on shared trails. The frequency of desired overtakings (passes) and potential conflicts on trails are estimated based on measured speeds and passing times using basic relationships of traffic flow theory. These estimates are then compared with measured values of overtaking frequency and delayed overtakings. The estimates for passing demand and potential conflicts were higher than the measured values for hikers passing hikers and joggers passing hikers. However, estimates for bike passing bike, bike passing jogger, bike passing hiker, and jogger passing jogger were found to be similar to the measured values. The results support the Botma framework for describing quality of flow on shared pedestrian/bicycle paths.
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Wang, Xu, and Kai Liu. "A Crash Surrogate Metric considering Traffic Flow Dynamics in a Motorway Corridor." Journal of Advanced Transportation 2018 (June 27, 2018): 1–7. http://dx.doi.org/10.1155/2018/9349418.
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We proposed a new crash surrogate metric, i.e., the maximum disturbance that a car following scenario can accommodate, to represent potential crash risks with a simple closed form. The metric is developed in consideration of traffic flow dynamics. Then, we compared its performance in predicting the rear-end crash risks for motorway on-ramps with other two surrogate measures (time to collision and aggregated crash index). To this end, a one-lane on-ramp of Pacific Motorway, Australia, was selected for this case study. Due to the lack of crash data on the study site, historical crash counts were merged according to levels of service (LOS) and then converted into crash rates. In this study, we used the societal risk index to represent the crash surrogate indicators and built relationships with crash rates. The final results show that (1) the proposed metric and aggregated crash index are superior to the time to collision in predicting the rear-end crash risks for on-ramps; (2) they have a relatively similar performance, but due to the simple calculation, the proposed metric is more applicable to some real-world cases compared with the aggregated crash index.
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Chand, Sai, Gregory Aouad, and Vinayak V. Dixit. "Long-Range Dependence of Traffic Flow and Speed of a Motorway: Dynamics and Correlation with Historical Incidents." Transportation Research Record: Journal of the Transportation Research Board 2616, no. 1 (January 2017): 49–57. http://dx.doi.org/10.3141/2616-06.
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Speed and flow of vehicles tend to have several effects on the dynamics of a transport system. Fluctuations of these variables can implicate congestion, can lower predictability, and may even catalyze crashes. A concept of fractal theory called the Hurst exponent—a measure of the long-range dependence (LRD) of a time series—was used to understand the fluctuations in flow and speed of a motorway in Sydney, Australia. The spatial and temporal variation of the LRD for flow ( Hflow) and speed ( Hspeed) at several monitor sites is discussed. Furthermore, the effects of number of lanes on flow and speed predictability are explored. It was observed that the flow predictability of two-lane sections was significantly lower when compared with three-lane and four-lane sections. Conversely, the speed predictability of four-lane sections was considerably higher than that of two-lane and three-lane sections. Finally, traffic congestion was defined with regard to the LRD of speed, and its correlation with historical incident rates was measured. It was ascertained that monitor sites with a historically high proportion of large Hspeed were correlated with unsafe locations. This study could lead to many applications of fractal analysis on highways and urban traffic.
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Song, Changle, Julien Monteil, Jean-Luc Ygnace, and David Rey. "Incentives for Ridesharing: A Case Study of Welfare and Traffic Congestion." Journal of Advanced Transportation 2021 (June 4, 2021): 1–15. http://dx.doi.org/10.1155/2021/6627660.
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Traffic congestion is largely due to the high proportion of solo drivers during peak hours. Ridesharing, in the sense of carpooling, has emerged as a travel mode with the potential to reduce congestion by increasing the average vehicle occupancy rates and reduce the number of vehicles during commuting periods. In this study, we propose a simulation-based optimization framework to explore the potential of subsidizing ridesharing users, drivers, and riders, so as to improve social welfare and reduce congestion. We focus our attention on a realistic case study representative of the morning commute on Sydney’s M4 Motorway in Australia. We synthesize a network model and travel demand data from open data sources and use a multinomial logistic model to capture users’ preferences across different travel roles, including solo drivers, ridesharing drivers, ridesharing passengers, and a reserve option that does not contribute to congestion on the freeway network. We use a link transmission model to simulate traffic congestion on the freeway network and embed a fixed-point algorithm to equilibrate users’ mode choice in the long run within the proposed simulation-based optimization framework. Our numerical results reveal that ridesharing incentives have the potential to improve social welfare and reduce congestion. However, we find that providing too many subsidies to ridesharing users may increase congestion levels and thus be counterproductive from a system performance standpoint. We also investigate the impact of transaction fees to a third-party ridesharing platform on social welfare and traffic congestion. We observe that increasing the transaction fee for ridesharing passengers may help in mitigating congestion effects while improving social welfare in the system.
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Alqhatani, M., S. Setunge, and S. Mirodpour. "Can a polycentric structure affect travel behaviour? A comparison of Melbourne, Australia and Riyadh, Saudi Arabia." Journal of Modern Transportation 22, no. 3 (August 7, 2014): 156–66. http://dx.doi.org/10.1007/s40534-014-0054-y.
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Abstract This study models the impact of the shift from a monocentric private-car-oriented city to polycentric public-transport-oriented city. Metropolitan areas have suffered traffic problems—in particular increase in travel time and travel distance. Urban expansion, population growth and road network development have led to urban sprawl in monocentric cities. In many monocentric cities, travel time and distance has steadily increased and is only expected to increase in the future. Excessive travel leads to several problems such as air pollution, noise, congestion, reduction in productive time, greenhouse emissions, and increased stress and accident rates. This study examines the interaction of land use and travel. A model was developed and calibrated to Melbourne and Riyadh conditions and used for scenario analysis. This model included two parts: a spatial model and a transport model. The scenario analysis included variations of residential and activity distribution, as well as conditions of public transport service.
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Paul, Alistair. "Large and Small Incrementally Launched Structures." Transportation Research Record: Journal of the Transportation Research Board 1696, no. 1 (January 2000): 122–30. http://dx.doi.org/10.3141/1696-15.
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The technology for incrementally launched structures has been known for several decades. It had not been utilized in South Australia until a recent flurry of activity revealed that this method could be economically utilized for both small and large structures. Within 3 years, four structures of various sizes were constructed using the technique. A double-T prestressed concrete recreational jetty was incrementally launched at one of Adelaide’s suburban beaches (Brighton Jetty). Twin single-cell prestressed concrete (PSC) box girders were incrementally launched over eight lanes of traffic at a busy signalized suburban road intersection without disruption to traffic (bridge over Port Wakefield Road). Two incrementally launched major bridges were constructed over the River Murray, Australia’s longest river. The first structure consisted of steel girders composite with a reinforced concrete deck (Berri Bridge, 330 m long), and the other structure was a single PSC box girder (Blanchetown Bridge, 410 m long). All these structures are mentioned, but the focus is on the PSC box girder structures. Construction problems associated with the use of permanent bearings as launch bearings and the sensitivity of box girders to construction tolerances are discussed, and the lessons to be learned are presented. Finally, an unsuccessful attempt to monitor the long-term prestress of the Blanchetown Bridge using state-of-the-art optical fiber technology is discussed, including the reasons for its failure and possible improved future methodology.
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Yu, Hongchu, Zhixiang Fang, Feng Lu, Alan T. Murray, Zhiyuan Zhao, Yang Xu, and Xiping Yang. "Massive Automatic Identification System Sensor Trajectory Data-Based Multi-Layer Linkage Network Dynamics of Maritime Transport along 21st-Century Maritime Silk Road." Sensors 19, no. 19 (September 27, 2019): 4197. http://dx.doi.org/10.3390/s19194197.
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Automatic Identification System (AIS) data could support ship movement analysis, and maritime network construction and dynamic analysis. This study examines the global maritime network dynamics from multi-layers (bulk, container, and tanker) and multidimensional (e.g., point, link, and network) structure perspectives. A spatial-temporal framework is introduced to construct and analyze the global maritime transportation network dynamics by means of big trajectory data. Transport capacity and stability are exploited to infer spatial-temporal dynamics of system nodes and links. Maritime network structure changes and traffic flow dynamics grouping are then possible to extract. This enables the global maritime network between 2013 and 2016 to be investigated, and the differences between the countries along the 21st-century Maritime Silk Road and other countries, as well as the differences between before and after included by 21st-century Maritime Silk Road to be revealed. Study results indicate that certain countries, such as China, Singapore, Republic of Korea, Australia, and United Arab Emirates, build new corresponding shipping relationships with some ports of countries along the Silk Road and these new linkages carry significant traffic flow. The shipping dynamics exhibit interesting geographical and spatial variations. This study is meaningful to policy formulation, such as cooperation and reorientation among international ports, evaluating the adaptability of a changing traffic flow and navigation environment, and integration of the maritime economy and transportation systems.
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Rouphail, Nagui M., and Brian S. Eads. "Pedestrian Impedance of Turning-Movement Saturation Flow Rates: Comparison of Simulation, Analytical, and Field Observations." Transportation Research Record: Journal of the Transportation Research Board 1578, no. 1 (January 1997): 56–63. http://dx.doi.org/10.3141/1578-08.
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TRAF-NETSIM and its successor CORSIM are comprehensive micro-simulation environments that have been widely used to model the urban traffic environment in the United States and abroad. CORSIM is employed in this study to simulate and evaluate the effects of pedestrian flows on right-turn saturation flow rates at signalized intersections. The saturation flow rates returned by CORSIM were compared with field data collected throughout the United States and with three existing analytical models in the United States, Australia, and Canada. These comparisons indicated that CORSIM models pedestrian interference with the turning vehicles more severely than the three analytical methods, but with a smaller effect than the empirical data indicate. Further, the empirical data exhibit a logarithmic relationship between saturation flow rate and opposing pedestrian volume, compared with the linear relationship used in the simulation and analytical models. Implications for the design and analysis of signalized intersections are presented.
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Garcia-Retuerta, David, Pablo Chamoso, Guillermo Hernández, Agustín San Román Guzmán, Tan Yigitcanlar, and Juan M. Corchado. "An Efficient Management Platform for Developing Smart Cities: Solution for Real-Time and Future Crowd Detection." Electronics 10, no. 7 (March 24, 2021): 765. http://dx.doi.org/10.3390/electronics10070765.
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A smart city is an environment that uses innovative technologies to make networks and services more flexible, effective, and sustainable with the use of information, digital, and telecommunication technologies, improving the city’s operations for the benefit of its citizens. Most cities incorporate data acquisition elements from their own systems or those managed by subcontracted companies that can be used to optimise their resources: energy consumption, smart meters, lighting, irrigation water consumption, traffic data, camera images, waste collection, security systems, pollution meters, climate data, etc. The city-as-a-platform concept is becoming popular and it is increasingly evident that cities must have efficient management systems capable of deploying, for instance, IoT platforms, open data, etc., and of using artificial intelligence intensively. For many cities, data collection is not a problem, but managing and analysing data with the aim of optimising resources and improving the lives of citizens is. This article presents deepint.net, a platform for capturing, integrating, analysing, and creating dashboards, alert systems, optimisation models, etc. This article shows how deepint.net has been used to estimate pedestrian traffic on the streets of Melbourne (Australia) using the XGBoost algorithm. Given the current situation, it is advisable not to transit urban roads when overcrowded, thus, the model proposed in this paper (and implemented with deepint.net) facilitates the identification of areas with less pedestrian traffic. This use case is an example of an efficient crowd management system, implemented and operated via a platform that offers many possibilities for the management of the data collected in smart territories and cities.
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Nasim Khan Raja, Babar, Saeed Miramini, Colin Duffield, Shilun Chen, and Lihai Zhang. "A Simplified Methodology for Condition Assessment of Bridge Bearings Using Vibration Based Structural Health Monitoring Techniques." International Journal of Structural Stability and Dynamics 21, no. 10 (June 2, 2021): 2150133. http://dx.doi.org/10.1142/s0219455421501339.
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The mechanical properties of bridge bearings gradually deteriorate over time resulting from daily traffic loading and harsh environmental conditions. However, structural health monitoring of in-service bridge bearings is rather challenging. This study presents a bridge bearing condition assessment framework which integrates the vibration data from a non-contact interferometric radar (i.e. IBIS-S) and a simplified analytical model. Using two existing concrete bridges in Australia as a case study, it demonstrates that the developed framework has the capability of detecting the structural condition of the bridge bearings in real-time. In addition, the results from a series of parametric studies show that the effectiveness of the developed framework is largely determined by the stiffness ratio between bridge bearing and girder ([Formula: see text], i.e. the structural condition of the bearings can only be effectively captured when the value of [Formula: see text] ranges from 1/100 and 100.
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Haworth, Narelle, Matthew Legge, Divera Twisk, Jennifer Bonham, Tyler O’Hare, and Marilyn Johnson. "Young Driver Crashes with Cyclists: Identifying Training Opportunities." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 12 (June 29, 2019): 679–89. http://dx.doi.org/10.1177/0361198119860118.
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To understand where driver training should focus to contribute to improving the safety of cyclists, this study compared bicycle-motor-vehicle (BMV) crashes involving novice drivers (under 25 years) with those involving experienced drivers in the Australian states of Victoria, Queensland, and South Australia. Novice drivers were involved in only a small proportion of BMV crashes and were not over-represented on a per-license basis. For both driver groups, most crashes happened on lower speed roads, at intersections, and during the day. In contrast to expectations, the distribution of types of BMV crashes differed little between experienced and novice drivers. The absence of major differences between experienced and novice drivers may result from learning opportunities being too infrequent in low-volume cycling countries, but this hypothesis needs further testing. A comparison between Queensland and Victoria showed three situations with a higher proportion of young driver crashes: in the evening in both states, Right through-opposing directions (Victoria only), and From footway-maneuvering (Queensland only). These patterns are likely to be indicative of young driver experiences. When their time on the road increases, so does their exposure to risk and to challenging driving conditions (e.g., driving in darkness). On the other hand, these patterns may also point to effects of legislation on young driver crashes, for instance cycling on the sidewalk in Queensland. The results suggest that training for novice drivers needs to supplement a wider strategy to improve cyclist safety (including infrastructure and traffic management improvements) and that training needs to be tailored to state-specific conditions.
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Edmonston, Colin, Victor Siskind, and Mary Sheehan. "Understanding the Roles of Remoteness and Indigenous Status in Rural and Remote Road Trauma in North Queensland: Using a Mixed-Methods Approach." International Journal of Environmental Research and Public Health 17, no. 5 (February 25, 2020): 1467. http://dx.doi.org/10.3390/ijerph17051467.
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Road trauma is a significant health problem in rural and remote regions of Australia, particularly for Indigenous communities. This study aims to identify and compare the circumstances leading to (proximal causation) and social determinants of (distal causation) crashes of Indigenous and non-Indigenous people in these regions and their relation to remoteness. This is a topic seriously under-researched in Australia. Modelled on an earlier study, 229 persons injured in crashes were recruited from local health facilities in rural and remote North Queensland and interviewed, mainly by telephone, according to a fixed protocol which included a detailed narrative of the circumstances of the crash. A qualitative analysis of these narratives identified several core themes, further explored statistically in this sample, supplemented by participants in the earlier study with compatible questionnaire data, designed to determine which factors were more closely associated with Indigenous status and which with remoteness. Indigenous participants were less often vehicle controllers, more likely to have recently been a drink driver or passenger thereof; to be unemployed, unlicensed, distracted or fatigued before the crash, alcohol dependent and have lower perceived social, but not personal, locus of control in a traffic crash than non-Indigenous persons. Differences between Indigenous and non-Indigenous participants are largely ascribable to hardship and transport disadvantage due to lack of access to licensing and associated limitations on employment opportunities. Based on these findings, a number of policy recommendations relating to educational, enforcement and engineering issues have been made.
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Wang, Baoming, Hui Chen, Dia Xenaki, Jiayan Liao, Christine Cowie, and Brian G. Oliver. "Differential inflammatory and toxic effects in-vitro of wood smoke and traffic-related particulate matter from Sydney, Australia." Chemosphere 272 (June 2021): 129616. http://dx.doi.org/10.1016/j.chemosphere.2021.129616.
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Pratt, C., and B. G. Lottermoser. "Mobilisation of traffic-derived trace metals from road corridors into coastal stream and estuarine sediments, Cairns, northern Australia." Environmental Geology 52, no. 3 (September 5, 2006): 437–48. http://dx.doi.org/10.1007/s00254-006-0471-2.
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Iwanowicz, Damian. "Assessment of selected methods of estimating the maximum back-of-queue size on a signal-controlled intersection approach." Journal of Civil Engineering and Transport 4, no. 2 (December 31, 2022): 49–63. http://dx.doi.org/10.24136/tren.2022.008.
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The article presents the characteristics and evaluation of the accuracy of estimating the maximum length of the queue of vehicles at signalized intersections by commonly used methods in the world. The analyzes were based on the latest editions of the guidelines in the United States, Canada, Australia, Germany and Poland. In order to carry out accuracy analyzes, traffic tests were carried out at 5 intersection inlets in three different cities in Poland (Bydgoszcz, Torun, Warsaw), covering all phases of vehicle queue formation during individual periods of the signaling cycle (effective red and green signal). In total, the analysis had the results of tests from 81 hours of observation ~23,000 behaviors of vehicle drivers. Based on the analyzes it was found in particular: (1) slight differences in the construction of mathematical models of the considered calculation methods, with the exception of the US HCM model from 2016; (2) small errors in estimating the maximum queue length in unsaturated vehicle flow states (~3-5 vehicles/cycle and ~2-6 vehicles/15 minutes interval); (3) quite large errors in estimating the maximum queue length in saturated and oversaturated vehicle flow states (~11-16 vehicles/cycle and ~15-18 vehicles/15 minutes interval); (4) the main impact on estimation errors in oversaturation traffic states is not taking into account or incorrect determination of the 'so-called' initial queue length of the period preceding the analyzed period.
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Vandebona, U., and P. K. Upadhyay. "Simulation Modeling of Route Guidance Concept." Transportation Research Record: Journal of the Transportation Research Board 1573, no. 1 (January 1997): 44–51. http://dx.doi.org/10.3141/1573-07.
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The methodology of a simulation model developed at the University of New South Wales, Australia, for the evaluation of performance of Dynamic Route Guidance Systems (DRGS) is described. The microscopic simulation model adopts the event update simulation method and allows assessment of route guidance performance under different scenarios such as varying levels of participation in guidance technologies and different intensities of travel demand. This research is important for marketing, costing, and introducing route guidance and can assist planners in identifying suitable networks and traffic conditions for such systems. The example application investigates selected operating scenarios of intersection delay conditions under different compositions of participation rates in route guidance. Preliminary investigations indicate that the effectiveness of route guidance is related to the level of intersection delays. An interesting outcome of this application is the identification that in networks with intersection delays which vary with time, those motorists without guidance assistance strive to make better forecasts of travel time in order to assist their route selection. At low levels of intersection delays, some motorists appear to make more than one nonoptimal route selection.
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La, Jiezhuoma, and Iryna Heiets. "THE IMPACT OF DIGITALIZATION AND INTELLIGENTIZATION ON AIR TRANSPORTATION SYSTEM." Aviation 25, no. 3 (October 13, 2021): 159–70. http://dx.doi.org/10.3846/aviation.2021.15336.
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This study aims to provide insights into the impact levels of digitalization and intelligentization on air transport system (ATS) in Australia, China, the US, and India. Air transport system is one of the most efficient transport systems which contains three elements: air traffic control, airport, and airlines. In modern society, the importance of digitalization and intelligentization in ATS is attached to by publics. In this study, firstly, comparative analysis is used to analyze the different states of digitalization and intelligentization level and air transport system in sample countries. Then, correlation analysis is used to study the correlation of the different impact factors with the ATS in different countries. The third one is regression analysis, it is used to analyze the relationship between ATS and the development of digitalization and intelligentization in four sample countries. At last, forecasting analysis is used to predict the future trend of digitalization and intelligentization’s impact on ATS in the sample countries in the next few years. Then, the most significant impact factors for ATS will be obtained. Also, the future development trends of ATS under digitalization and intelligentization’s impact could be forecasted by using econometric models.
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Vuchic, Vukan R., Yong Eun Shin, Eric C. Bruun, and Nikola Krstanoski. "Urban Transportation Policies and Practices in the United States and Its Peer Countries." Transportation Research Record: Journal of the Transportation Research Board 1576, no. 1 (January 1997): 132–39. http://dx.doi.org/10.3141/1576-17.
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All developed countries experience similar trends and problems in urban transportation: growth of cities and affluence result in an increase in car dependency. Increased volumes of car travel lead to congestion and many negative effects, often termed as the “collision of cities and cars.” A review of urban transportation policies and their implementation in the United States and its peer countries—Australia, Canada, and countries in Western Europe and East Asia—indicates that all peer countries except Great Britain place major emphasis on maintaining the human orientation of cities. They pursue policies aimed at achieving multimodal transportation systems and preventing automobile dominance. The United States, after significant strides in that direction up to 1980, has returned to policies favoring car travel and reducing support for alternative modes—transit, bicycles, and walking. This trend largely ignores the spirit and mandates of the Intermodal Surface Transportation Efficiency Act of 1991. The gap between the United States and its peer countries is increasing. Present U.S. policies are likely to aggravate this situation. An example is presented: New York is compared with its peer cities in accessibility for long-distance travel. Its competitiveness in this respect is lagging. This trend cannot be ignored. As its peers learned from the U.S. experiences in highway and traffic engineering in the past, the U.S. should now learn from its peers how to avoid total car dependence and implement multimodal transportation systems to improve the livability of its metropolitan areas.
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McDonald, Hayley, Janneke Berecki-Gisolf, Karen Stephan, and Stuart Newstead. "Preventing road crashes: Do infringements for traffic offences have a deterrent effect amongst drivers aged 40+? An examination of administrative data from Victoria, Australia." Transportation Research Part F: Traffic Psychology and Behaviour 69 (February 2020): 91–100. http://dx.doi.org/10.1016/j.trf.2020.01.004.
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Watson-Brown, Natalie, Bridie Scott-Parker, Bruce Simons-Morton, and Teresa Senserrick. "Exploring the Dimensions of Driving Instruction through Naturalistic Observation of Formal Practical Lessons with Learner Drivers." Transportation Research Record: Journal of the Transportation Research Board 2674, no. 3 (February 28, 2020): 219–31. http://dx.doi.org/10.1177/0361198120905594.
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Higher-order driving skills (HO-DS) are deficient in young drivers who are over-represented in road crash fatalities and serious injuries. Teaching HO-DS has strong theoretical support in reducing crash risk. This study contributes to the dearth of literature regarding on-road driver training that can develop these skills. Higher-order driving instruction (HO-DI) is explored in formal on-road driving lessons (in Queensland, Australia) via naturalistic observation. Fifteen instructors and 96 learner drivers aged 16–19 years were recruited, with 110 lessons observed. An HO-DI coding taxonomy informed by the Goals for Driver Education ( 24) was used for content analysis using an a priori approach, comprising eight HO-DI codes: driving plan (formerly driving route), vehicle control and maneuvering, mastery of traffic situations, surveillance, situational risk (formerly environmental variables), personal risk (formerly knowledge of risk), car function (formerly car knowledge), and distraction. Thirty-nine sub-themes were identified within the codes allowing a deeper understanding of instruction, including missed (unseen) and untaken (seen but not actioned) HO-DI opportunities. The findings inform recommendations for the development of best practice HO-DI. This study has implications for the driver training industry with potential for reducing the crash risk of young novice drivers.
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Louise Bentzen, Billie, Janet M. Barlow, and Douglas Gubbé. "Locator Tones for Pedestrian Signals." Transportation Research Record: Journal of the Transportation Research Board 1705, no. 1 (January 2000): 40–42. http://dx.doi.org/10.3141/1705-07.
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The two primary problems experienced by visually impaired persons at pedestrian-actuated intersections are determining whether there is a pushbutton and locating the push button. Many countries use accessible pedestrian signals much more widely than has been done in the United States, and a number of these—including Australia, Hong Kong, Sweden, Denmark, Germany, Belgium, and Austria—routinely require the use of a locator tone. Typically emanating from the push-button housing, a pushbutton locator tone indicates to pedestrians that they are expected to push a button to request a pedestrian phase. It enables visually impaired pedestrians to locate the push button quickly and efficiently. Research was undertaken to determine the effect of locator tone repetition rate on efficiency of pedestrians’ location of the push-button pole. Repetition rates of 1.0 and 1.5 Hz resulted in equal pole location speed, faster than that for the 0.5 Hz repetition rate, and were preferred over the 0.5 Hz repetition rate. Locator tones 2 dB above ambient sound resulted in faster pole location than did tones 5 dB and 10 dB above ambient sound. Push-button locator tones should have a standardized repetition rate between 1.0 Hz and 1.2 Hz so that it may be ensured that visually impaired pedestrians can efficiently locate push buttons. Locator tones need be no more than 5 dB louder than ambient traffic sound.
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Robert, D. J., P. Rajeev, J. Kodikara, and B. Rajani. "Equation to predict maximum pipe stress incorporating internal and external loadings on buried pipes." Canadian Geotechnical Journal 53, no. 8 (August 2016): 1315–31. http://dx.doi.org/10.1139/cgj-2015-0500.
Full textAbstract:
Pipelines used for water and other services are very important lifelines in modern society. Commonly, these buried pipes are subjected to significant stresses due to external (traffic and earth) and internal (water pressure) loads. As many of these pipelines were laid sometime in the last century or earlier, in most cases their condition has deteriorated primarily by electrochemical and (or) microbiological corrosion. Corrosion activity (internal and external) can manifest in various forms, but in many cases will lead to reduced pipe thickness, which in turn leads to an increase in pipe stresses induced by the external and internal loads. Currently available analytical procedures to estimate pipe stresses are based on oversimplifications such as the two-dimensional (2-D) analysis based on Winkler springs, limiting their application to general pipe burial conditions. This paper describes the application of a three-dimensional (3-D) finite element method to analyse a buried pipe subjected to external and internal loads. Firstly, the finite element model is validated against the data from field tests conducted on the basis of a cast iron pipe that was laid in 1930 at Strathfield, Sydney, Australia. The results of these 3-D finite element analyses are then used to develop a closed-form expression to predict maximum stresses in pipes of different sizes buried in different soil types. Having obtained a good agreement between the proposed model outcomes and the 3-D finite element analysis results, the proposed model has been validated against the field test data under different internal and external loadings. The verified outcomes of the model reveal that it can be used to predict maximum stresses without conducting a full-scale finite element analysis, which often requires specific computational resources and computational skills. Furthermore, the proposed model can be used in probabilistic analyses, where a large number of calculations need to be carried out to account for the uncertainty of the input variables. The applications of the model are also discussed in relation to the assessment of pipe performance and remaining safe life.
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Sigdel, Lila Dhar, Ahmed Al-Qarawi, Chin Jian Leo, Samanthika Liyanapathirana, and Pan Hu. "Geotechnical Design Practices and Soil–Structure Interaction Effects of an Integral Bridge System: A Review." Applied Sciences 11, no. 15 (August 2, 2021): 7131. http://dx.doi.org/10.3390/app11157131.
Full textAbstract:
Integral bridges are a class of bridges with integral or semi-integral abutments, designed without expansion joints in the bridge deck of the superstructure. The significance of an integral bridge design is that it avoids durability and recurring maintenance issues with bridge joints, and maybe bearings, which are prevalent in traditional bridges. Integral bridges are less costly to construct. They require less maintenance and therefore cause less traffic disruptions that incur socio-economic costs. As a consequence, integral bridges are becoming the first choice of bridge design for short-to-medium length bridges in many countries, including the UK, USA, Europe, Australia, New Zealand and many other Asian countries. However, integral bridge designs are not without challenges: issues that concern concrete creep, shrinkage, temperature effects, bridge skew, structural constraints, as well as soil–structure interactions are amplified in integral bridges. The increased cyclic soil–structure interactions between the bridge structure and soil will lead to adverse soil ratcheting and settlement bump at the bridge approach. If movements from bridge superstructures were also transferred to pile-supported substructures, there is a risk that the pile–soil interactions may lead to pile fatigue failure. These issues complicate the geotechnical aspects of integral bridges. The aim of this paper is to present a comprehensive review of current geotechnical design practices and the amelioration of soil–structure interactions of integral bridges.