Academic literature on the topic 'Traffic flow Research Australia'
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Journal articles on the topic "Traffic flow Research Australia"
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Qi, Yanmin, Zuduo Zheng, and Dongyao Jia. "Exploring the Spatial-Temporal Relationship between Rainfall and Traffic Flow: A Case Study of Brisbane, Australia." Sustainability 12, no. 14 (July 11, 2020): 5596. http://dx.doi.org/10.3390/su12145596.
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The impact of inclement weather on traffic flow has been extensively studied in the literature. However, little research has unveiled how local weather conditions affect real-time traffic flows both spatially and temporally. By analysing the real-time traffic flow data of Traffic Signal Controllers (TSCs) and weather information in Brisbane, Australia, this paper aims to explore weather’s impact on traffic flow, more specifically, rainfall’s impact on traffic flow. A suite of analytic methods has been applied, including the space-time cube, time-series clustering, and regression models at three different levels (i.e., comprehensive, location-specific, and aggregate). Our results reveal that rainfall would induce a change of the traffic flow temporally (on weekdays, Saturday, and Sunday and at various periods on each day) and spatially (in the transportation network). Particularly, our results consistently show that the traffic flow would increase on wet days, especially on weekdays, and that the urban inner space, such as the central business district (CBD), is more likely to be impacted by inclement weather compared with other suburbs. Such results could be used by traffic operators to better manage traffic in response to rainfall. The findings could also help transport planners and policy analysts to identify the key transport corridors that are most susceptible to traffic shifts in different weather conditions and establish more weather-resilient transport infrastructures accordingly.
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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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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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Dominey-Howes, D., and J. Goff. "Hanging on the line – on the need to assess the risk to global submarine telecommunications infrastructure – an example of the Hawaiian "bottleneck" and Australia." Natural Hazards and Earth System Sciences 9, no. 2 (April 17, 2009): 605–7. http://dx.doi.org/10.5194/nhess-9-605-2009.
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Abstract. National economies are becoming increasingly dependent on the global telecommunications system – and in particular, its submarine cable infrastructure. We note that a variety of natural hazard processes are capable of damaging and destroying this infrastructure, both in deep water and at the coast. Some places within the global telecommunications system are already known to be bottlenecks or "choke points". Hawaii is just such a choke point and interestingly, Hawaii is also affected by numerous large magnitude natural hazard processes. Any damage to the submarine telecommunications infrastructure routed through Hawaii could result in significant impacts on the electronic flow of data and voice traffic, negatively affecting dependent economies such as Australia. We propose that proper risk assessments be undertaken at all bottlenecks in the global telecommunications system affected by natural hazards (such as tsunami). We use Hawaii as an example of the sort of research that should be undertaken.
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Glannopoulos, G. A., and Muhammad A. S. Mustafa. "Saturation Flow and Capacity of Shared Lanes: Comparative Evaluation of Estimation Methods." Transportation Research Record: Journal of the Transportation Research Board 1555, no. 1 (January 1996): 50–58. http://dx.doi.org/10.1177/0361198196155500107.
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The operation of shared lanes, especially in the case of permitted phasing control, is still considered a complicated task and one for which many procedures and methods have been introduced. Dealt with here is the complexity when left- or right-turn movements or both are made during the unsaturated part of the opposing traffic flow. Three main methods used for estimating the shared lane's saturation flow rate and capacity values—that used in the 1985 Highway Capacity Manual (HCM) and the Australian Road Research Board (ARRB) and the Canadian methods—were analyzed and evaluated. The methodology for the comparative evaluation was based on two main approaches. In the first approach, example 1 of Chapter 9 of the HCM was used as a case study in which left through and left through right shared lanes exist in permitted phase control. In this case several computer runs were performed using the programs SIDRA and SINTRAL to estimate saturation flow and capacity values of the shared lanes opposed by different traffic volumes of the conflicting movements. Results of this approach showed that the 1985 HCM and ARRB methods are fairly close in estimating saturation flow and capacity, whereas the Canadian method gave considerably different results. Analysis showed that the sensitivity of the Canadian method to estimate saturation flow rates of the shared lane in cases of different levels of opposing traffic was an average of 10 times higher than the average of the two other methods, which were very close in their estimation of levels of opposing traffic volumes. In the second approach, field measurements of saturation flow rate values of shared lanes at different locations and operational conditions were compared with the values estimated by the three methods under the same conditions. Results, based on field observations, revealed that the Canadian method estimates of saturation flow were always lower than the measured values. At low saturation flow values, HCM estimates were slightly higher than the observed values; however, at higher saturation flow rate values. HCM estimates closely matched the observed ones. The ARRB method estimates were quite close to the observed saturation flow values under all of the different conditions considered in the field observation task.
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Afkham, Maryam, Reza Ramezanian, and Shahrooz Shahparvari. "Balancing traffic flow in the congested mass self-evacuation dynamic network under tight preparation budget: An Australian bushfire practice." Omega 111 (September 2022): 102658. http://dx.doi.org/10.1016/j.omega.2022.102658.
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Tondang, Ridho, Kunarso Kunarso, Jarot Marwoto, Heryoso Setiyono, and Hariyadi Hariyadi. "Current Patterns on East Season in The Northern Waters of The Sunda Strait." Indonesian Journal of Oceanography 2, no. 1 (February 29, 2020): 64–72. http://dx.doi.org/10.14710/ijoce.v2i1.7301.
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The northern waters of Sunda Strait is the first Indonesian Archipelagic Sea Lanes. (ALKI I) which is an important and a very crowded shipping lane. The first Indonesias Archipelagic Sea Lanes (ALKI 1) connects the marine traffic from Africa, West Australia to South China Sea, Japan and the other way around. Indonesia in determining the archipelagic sea lanes considers several criterias, one of them is the oceanographic condition which is the ocean currents. The purpose of this research is to examine the characteristic of the ocean current pattern in the northern waters of Sunda Strait. The stages of this research include the measurement of field data, field data processing, and hydrodynamics modeling. The research location was determined by purposive sampling method. The determination of the research location follows the path of bathymethry. The result of field measurement is processed then used as data validation of current simulation result of hydrodinamic model. The result of the hydrodynamics model simulation showing the direction of current in northern waters of Sunda Strait moving back and forth following the tidal periods. The direction of the dominant current in northern waters of Sunda Strait is to Northeast (flood current) and Southwest (ebb current). The current velocity in northern waters of Sunda Strait is approximately between 0,0122 m/s and 2,590 m/s. The maximum velocity of the current belongs to several observation points that located in the seabed. This is to be expected due to the impact of Indonesia Through Flow.
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Polus, Abishai, and Sitvanit Shmueli. "Analysis and Evaluation of the Capacity of Roundabouts." Transportation Research Record: Journal of the Transportation Research Board 1572, no. 1 (January 1997): 99–104. http://dx.doi.org/10.3141/1572-12.
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Roundabouts are replacing conventional unsignalized intersections in many parts of the world and could become more widespread in the United States, although there are some limitations as well as clear advantages. Models for entry capacity into the rotary were developed. Entry capacity depends on the geometric characteristics of the roundabout, particularly the diameter of the outside circle of the intersection. The geometric characteristics determine the speed of vehicles around the central island and, therefore, have an impact on the gap-acceptance process and consequently the capacity. Traffic conditions that impede entry capacity involve the flow around the roundabout. Flow and geometric data from six small to medium-sized roundabouts were analyzed. Individual and aggregated entry-capacity models were calibrated by using the diameter and circulating flows as explanatory variables. Very good fits to the data were obtained; the results also fit models developed in other countries. The Australian model resulted in slightly higher entry capacities for moderate to low circulating flows and lower entry capacities for high circulating flows. Very close proximity to the German model was obtained, although it does not depend on the geometric characteristics of the circle. The roundabout provides an advantage over a conventional unsignalized intersection. A faithful concurrence between the model developed and the latest Highway Capacity Manual model for right-turn capacity at an unsignalized intersection is obtained if the circulating flow is replaced by the conflicting flow. The advantage of entry capacities of the roundabout over the calculated capacities of the Highway Capacity Manual left-turn model is shown. Further research is proposed to study the effect on entry capacity of two circulating lanes rather than one and the effect of the increase in circulating flows on the gap-acceptance process, particularly the reduction in critical gap at high flows.
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Li, Lifang. "Research on Traffic Flow Mathematical Model in Urban Traffic." International Journal of Smart Home 9, no. 11 (November 30, 2015): 123–32. http://dx.doi.org/10.14257/ijsh.2015.9.11.14.
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Zhu, Yong Cun, Wen Yong Li, Yang Zhang, and Tao Wang. "Research on Traffic Flow Redistribution Algorithm under the Traffic Accident." Applied Mechanics and Materials 253-255 (December 2012): 1747–50. http://dx.doi.org/10.4028/www.scientific.net/amm.253-255.1747.
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To reduce traffic incident, it is imperative to take effective measures. This paper presents a dynamic route guidance method based on capacity constrained allocation method. Firstly, it analyzes the character of capacity constrained allocation method which takes into account the right of way and traffic load characteristics and used ant algorithms to optimize algorithm. Secondly, it integrates with multi-period continuous dynamic route guidance to realize the redistribution of road traffic flow . Finally, an example is took to prove that this manner can be a perfect solution to the road traffic evens on the impact of the road traffic flow.
Dissertations / Theses on the topic "Traffic flow Research Australia"
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Wang, Xu. "Freeway exit ramp traffic flow research based on computer simulation." [Tampa, Fla] : University of South Florida, 2008. http://purl.fcla.edu/usf/dc/et/SFE0002332.
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Wang, Xu. "Freeway Exit Ramp Traffic Flow Research Based on Computer Simulation." Scholar Commons, 2007. https://scholarcommons.usf.edu/etd/554.
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Interstate highways are one of the most important components of the transportation infrastructure in America. Freeway ramps play an important role in the whole interstate transportation system.
This paper researches the traffic flow characteristics of four typical exit ramps in USA, which are tapered one-lane exit, tapered two-lane exit, parallel one-lane exit and parallel two-lane exit. Computer simulation software, such as CORSIM and HCS are applied as the main tools in this research. ANOVA and Tukey are used for statistical purpose.
It compares the maximum capacity, average running speed and the total lane change number of those four exit ramps. It is found that no matter in terms of traffic discharging rate or total lane charging number; the tapered two-lane exit has the best operational performance. Tapered one-lane exit ramp has the least capacity.
Parallel one-lane exit and parallel two-lane exit have very limited traffic operational difference in terms of capacity and running speed. It is recommended that parallel two-lane exit ramp should not be designed along the freeway if the right of way along arterial road is enough.
It is observed from the simulation data that the grade of freeway, truck percentage, restricted to the truck use of certain lane(s) and the location of exit sign have significant impact on the running speed and total lane change number. An uphill can decrease the running speed dramatically while more truck brings more lane change, causing safety concerns.
It is found that when trucks are restricted to the right two most lane, there will be less lane change number comparing with trucks are not restricted.
Location of exit sign operates well at the distance between 4000 ft to 5000 ft. does have a significant impact on the operational speed and total lane change number before, within or after functional area of an exit, based on the data analysis of simulation runs.
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Frankovich, Michael Joseph. "Air traffic flow management at airports : a unified optimization approach." Thesis, Massachusetts Institute of Technology, 2012. http://hdl.handle.net/1721.1/77826.
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Thesis (Ph. D.)--Massachusetts Institute of Technology, Sloan School of Management, Operations Research Center, 2012.Cataloged from PDF version of thesis.
Includes bibliographical references (p. 137-140).
The cost of air traffic delays is well documented, and furthermore, it is known that the significant proportion of delays is incurred at airports. Much of the air traffic flow management literature focuses on traffic flows between airports in a network, and when studies have focused on optimizing airport operations, they have focused largely on a single aspect at a time. In this thesis, we fill an important gap in the literature by proposing unified approaches, on both strategic and tactical levels, to optimizing the traffic flowing through an airport. In particular, we consider the entirety of key problems faced at an airport: a) selecting a runway configuration sequence; b) determining the balance of arrivals and departures to be served; c) assigning flights to runways and determining their sequence; d) determining the gate-holding duration of departures and speedcontrol of arrivals; and e) routing flights to their assigned runway and onwards within the terminal area. In the first part, we propose an optimization approach to solve in a unified manner the strategic problems (a) and (b) above, which are addressed manually today, despite their importance. We extend the model to consider a group of neighboring airports where operations at different airports impact each other due to shared airspace. We then consider a more tactical, flight-by-flight, level of optimization, and present a novel approach to optimizing the entire Airport Operations Optimization Problem, made up of subproblems (a) - (e) above. Until present, these have been studied mainly in isolation, but we present a framework which is both unified and tractable, allowing the possibility of system-optimal solutions in a practical amount of time. Finally, we extend the models to consider the key uncertainties in a practical implementation of our methodologies, using robust and stochastic optimization. Notable uncertainties are the availability of runways for use, and flights' earliest possible touchdown/takeoff times. We then analyze the inherent trade-off between robustness and optimality. Computational experience using historic and manufactured datasets demonstrates that our approaches are computationally tractable in a practical sense, and could result in cost benefits of at least 10% over current practice.
by Michael Joseph Frankovich.
Ph.D.
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Gupta, Shubham Ph D. Massachusetts Institute of Technology. "A tractable optimization framework for Air Traffic Flow Management addressing fairness, collaboration and stochasticity." Thesis, Massachusetts Institute of Technology, 2012. http://hdl.handle.net/1721.1/72644.
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Thesis (Ph. D.)--Massachusetts Institute of Technology, Sloan School of Management, Operations Research Center, 2012.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (p. 151-154).
We propose a tractable optimization framework for network Air Traffic Flow Management (ATFM) with an eye towards the future. The thesis addresses two issues in ATFM research: a) fairness and collaboration amongst airlines; and b) uncertainty inherent in capacity forecasts. A unifying attraction of the overall dissertation is that the Collaborative Decision-Making (CDM) paradigm, which is the current philosophy governing the design of new ATFM initiatives, is treated as the starting point in the research agenda. In the first part of the thesis, we develop an optimization framework to extend the CDM paradigm from a single-airport to a network setting by incorporating both fairness and airline collaboration. We introduce different notions of fairness emanating from a) First-Scheduled First-Served (FSFS) fairness; and b) Proportional fairness. We propose exact discrete optimization models to incorporate them. The first fairness paradigm which entails controlling number of reversals and total amount of overtaking is especially appealing in the ATFM context as it is a natural extension of Ration-By-Schedule (RBS). We allow for further airline collaboration by proposing discrete optimization models for slot reallocation. We provide empirical results of the proposed optimization models on national-scale, real world datasets that show interesting tradeoffs between fairness and efficiency. In particular, schedules close to the RBS policy (with single digit reversals) are possible for a less than 10% increase in delay costs. We utilize case studies to highlight the considerable improvements in the internal objective functions of the airlines as a result of slot exchanges. Finally, the proposed models are computationally tractable (running times of less than 30 minutes). In the second part, we address the important issue of capacity uncertainty by presenting the first application of robust and adaptive optimization in the ATFM problem. We introduce a weather-front based approach to model the uncertainty inherent in airspace capacity estimates resulting from the impact of a small number of weather fronts. We prove the equivalence of the robust problem to a modified instance of the deterministic problem; solve the LP relaxation of the adaptive problem using affine policies; and report extensive empirical results to study the inherent tradeoffs.
by Shubham Gupta.
Ph.D.
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Fearing, Douglas (Douglas Stephen). "The case for coordination : equity, efficiency and passenger impacts in air traffic flow management." Thesis, Massachusetts Institute of Technology, 2010. http://hdl.handle.net/1721.1/62310.
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Thesis (Ph. D.)--Massachusetts Institute of Technology, Sloan School of Management, Operations Research Center, 2010.This electronic version was submitted by the student author. The certified thesis is available in the Institute Archives and Special Collections.
Cataloged from student-submitted PDF version of thesis.
Includes bibliographical references (p. 121-123).
In this thesis, we develop multi-resource integer optimization formulations for coordinating Traffic Flow Management (TFM) programs with equity considerations. Our multi-resource approaches ignore aircraft connectivity between flights, but allow a single flight to utilize multiple capacity-controlled resources. For example, when both Ground Delay Programs (GDPs) and Airspace Flow Programs (AFPs) are simultaneously in effect, a single flight may be impacted by a GDP and one or more AFPs. We show that due to the similarity with current practice, our models can be applied directly in the current Collaborative Decision-Making (CDM) environment. In the first part of the thesis, we develop these formulations as extensions of a well-studied, existing nationwide TFM formulation and compare them to approaches utilized in practice. In order to make these comparisons, we first develop a metric, Time-Order Deviation, for evaluating schedule fairness in the multi-resource setting. We use this metric to compare approaches in terms of both schedule fairness and allocated flight delays. Using historical scenarios derived from 2007 data, we show that, even with limited interaction between TFM programs, our Ration-by-Schedule Exponential Penalty model can improve the utilization of air transportation system resources. Skipping ahead, in the last part of the thesis, we develop a three-stage sequential evaluation procedure in order to analyze the TFM allocation process in the context of a dynamic CDM environment. To perform this evaluation we develop an optimization-based airline disruption response model, which utilizes passenger itinerary data to approximate the underlying airline objective, resulting in estimated flight cancellations and aircraft swaps between flight legs. Using this three-stage sequential evaluation procedure, we show that the benefits of an optimization-based allocation are likely overstated based on a simple flight-level analysis. The difference between these results and those in the first part of the thesis suggests the importance of the multi-stage evaluation procedure. Our results also suggest that there may be significant benefits to incorporating aircraft flow balance considerations into the Federal Aviation Administration's (FAA's) TFM allocation procedures. The passenger itinerary data required for the airline disruption response model in the last part of the thesis are not publicly available, thus in the second part of the thesis, we develop a method for modeling passenger travel and delays. In our approach for estimating historical passenger travel, we develop a discrete choice model trained on one quarter of proprietary booking data to disaggregate publicly available passenger demand. Additionally, we extend a network-based heuristic for calculating passenger delays to estimate historical passenger delays for 2007. To demonstrate the value in this approach, we investigate how passenger delays are affected by various features of the itinerary, such as carrier and time of travel. Beyond its applications in this thesis, we believe the estimated passenger itinerary data will have broad applicability, allowing a passenger-centric focus to be incorporated in many facets of air transportation research. To facilitate these endeavors, we have publicly shared our estimated passenger itinerary data for 2007.
by Douglas Fearing.
Ph.D.
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Haldane, Mandy Jaye. "Assessing the impacts of multi-combination vehicles on traffic operation." Thesis, Queensland University of Technology, 2002. https://eprints.qut.edu.au/36180/1/36180_Haldane_2002.pdf.
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The Australian road freight industry is moving towards improved efficiency and
competitiveness through the use of larger and more innovative multi-combination
vehicles (MCVs). However, this move has brought about concern over the interaction of
these new vehicles with the environment, existing infrastructure and other road users.
The aim of this research project was to assess the impacts of MCVs on traffic operation
and safety. This was undertaken by initially reviewing cunent literature on MCVs. It
was recognised that the Australian heavy vehicle fleet had modernised since a number of
performance levels were established and the review highlighted the need for greater
research to obtain current data and either develop new performance levels or validate
previous research.
This study selected four characteristics for analysis: passenger car equivalence (PCE),
clearance time, acceleration, and tracking ability on a straight path. These
characteristics were considered to be the most influential on the interaction between
MCVs and other road users. Vehicle operational data was collected between April and
August 2001, for each characteristic, via a series of three in-field test programs located
on controlled road sections in Queensland: south of Charters Towers; west of
Toowoomba; and at the Mount Cotton Training Centre, south-east of Brisbane.
All tested MCVs recorded a PCE greater than 2 for a through-movement on a flat grade
with no adjacent traffic lanes. It was determined that assuming a constant PCE does not
account for the variation in values attained for different MCV types. Under
circumstances where MCV volumes are significant, it would be more accurate to
establish the average PCE value of each relevant movement at the intersection based on
PCEs across the traffic spectrum and using the values provided in Table 5.4. Further
testing is needed to establish PCE values on grades, turning movements, non-standard
lane widths, and for vehicles such as Double Road Trains, AB-Triples and AAB-Quads. The intersection clearance time characteristics proposed by NRTC (2001) were found to
be conservative for the MCV s tested. To cover a greater range of operating conditions,
clearance time requirements for a MCV on a particular grade may be derived from the
trajectory curves provided in Figures 6.3 to 6.6. Further in-field testing should be
undertaken to obtain additional trajectory curves for MCVs with lower powered engines.
Speed curves were developed (Figures 6.9 to 6.12) which may be used with the above
trajectory curves to derive vehicle speeds at specific distances, on particular grades.
This would enable assessors to determine the minimum entry lane length required to
allow a MCV to attain adequate speed to merge into moving traffic, and also indicate
whether an overtaking lane is required on a steep ascending grade. Further testing
should be undertaken to establish speed curves over a higher speed and distance range .
. Queensland Department of Main Roads (1998b) recommended an average acceleration
rate for use in sight distance calculations. This was found from testing to be generally
conservative for a B-Double, although too high for all the other MCVs tested. The
trajectory curves provided in Figures 6.15 to 6.18 were developed to examine the
variation in acceleration as test vehicles depart from rest. These may be used to
determine average acceleration rates, over specific distances and on particular grades.
Alternatively, sight distance requirements may be determined from equation (6.9), using
clearance times established from equation (6.5) or Figures 6.3 to 6.6.
Data on tracking ability of MCVs on a straight path was collected. It is recommended
that further work be conducted to analyse the data, determine lane width requirements,
and variations in tracking ability between separate trailers. The findings should be
compared with Prem et al. (2000) and NRTC (2001) values. Further work is also
required to identify which factors most influence lateral displacement of the rear trailer.
It is expected that the research findings will be used to inform development of
Queensland Department of Main Roads' Route Assessment Guidelines and potentially
those of other authorities.
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Kothuri, Sirisha Murthy. "Exploring Pedestrian Responsive Traffic Signal Timing Strategies in Urban Areas." PDXScholar, 2014. https://pdxscholar.library.pdx.edu/open_access_etds/1934.
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The role of walking in the development of healthy, livable communities is being increasingly recognized. In urban areas, intersections represent locations where different modes converge, and are often viewed as deterrents to walking. This is due to the unwarranted and often unnecessary delays imposed by signal timing policies for pedestrians and increased potential for conflicts. Traditional signal timing design prioritizes vehicles over pedestrians leading to undesirable consequences such as large delays and risky pedestrian behaviors. Pedestrians are accommodated in a manner that is designed to cause least interruption to the flow of motor vehicles. This lack of pedestrian accommodation at signalized intersections is the focus of this dissertation.
Understanding pedestrian attitudes and perceptions is important because it offers insights into actual crossing behavior at signalized intersections. An intercept survey of 367 crossing pedestrians was undertaken at four signalized intersections in Portland, Oregon, and binary logistic regression models were constructed to quantify the impacts of demographics, trip characteristics and type of infrastructure on pedestrian perceptions and attitudes regarding delay, crossing time and motivators for crossing decisions. Safety was found to have a larger effect than compliance on the decision to cross the street. Pedestrians at recall intersections expressed higher satisfaction with delay than at actuated intersections.
Novel methods to measure pedestrian delay using 2070 signal controllers and Voyage software were developed. These methods have been adopted by the City of Portland to record actuation trends and delays at various intersections. In the absence of demand data, pedestrian push button actuations can be considered as a proxy for crossing demand. The micro-simulation software VISSIM was used to analyze delays resulting from varying pedestrian and vehicle volumes on a network of three intersections in Portland, Oregon. From a pedestrian perspective, free operation was found to be always beneficial due to lower pedestrian delays. However, from a system wide perspective, free operation was found to be beneficial only under low-medium traffic conditions from an overall delay reduction viewpoint, while coordinated operation showed benefits under heavy traffic conditions, irrespective of the volume of pedestrians. Control strategies were developed to identify the best mode of signal controller operation that produced the lowest overall average delay per user. A procedure to identify the optimal control strategy based on user inputs (major street volume to capacity ratios and rate of pedestrian phase serviced for the minor street) was developed. The procedure was applied to a network of three intersections in east Portland, OR and the findings were verified.
This research offers significant contributions in the field of pedestrian research. The findings related to attitudes and perceptions of crossing pedestrians offer greater insights into pedestrian crossing behavior and add to the body of existing literature. The methods developed to obtain pedestrian actuations and delay data from signal controllers represent an easy and cost-effective way to characterize pedestrian service at intersections. The results pertaining to signal timing strategies represent an important step towards incorporating pedestrian needs at intersections and demonstrate how control strategies employed to benefit pedestrians could benefit the entire system.
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Kim, Bosung. "Two-stage combinatorial optimization framework for air traffic flow management under constrained capacity." Diss., Georgia Institute of Technology, 2015. http://hdl.handle.net/1853/53500.
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Air traffic flow management is a critical component of air transport operations because at some point in time, often very frequently, one of more of the critical resources in the air transportation network has significantly reduced capacity, resulting in congestion and delay for airlines and other entities and individuals who use the network. Typically, these “bottlenecks” are noticed at a given airport or terminal area, but they also occur in en route airspace. The two-stage combinatorial optimization framework for air traffic flow management under constrained capacity that is presented in this thesis, represents a important step towards the full consideration of the combinatorial nature of air traffic flow management decision that is often ignored or dealt with via priority-based schemes. It also illustrates the similarities between two traffic flow management problems that heretofore were considered to be quite distinct.
The runway systems at major airports are highly constrained resources. From the perspective of arrivals, unnecessary delays and emissions may occur during peak periods when one or more runways at an airport are in great demand while other runways at the same airport are operating under their capacity. The primary cause of this imbalance in runway utilization is that the traffic flow into and out of the terminal areas is asymmetric (as a result of airline scheduling practices), and arrivals are typically assigned to the runway nearest the fix through which they enter the terminal areas. From the perspective of departures, delays and emissions occur because arrivals take precedence over departures with regard to the utilization of runways (despite the absence of binding safety constraints), and because arrival trajectories often include level segments that ensure “procedural separation” from arriving traffic while planes are not allowed to climb unrestricted along the most direct path to their destination. Similar to the runway systems, the terminal radar approach control facilities (TRACON) boundary fixes are also constrained resources of the terminal airspace. Because some arrival traffic from different airports merges at an arrival fix, a queue for the terminal areas generally starts to form at the arrival fix, which are caused by delays due to heavy arriving traffic streams. The arrivals must then absorb these delays by path stretching and adjusting their speed, resulting in unplanned fuel consumption. However, these delays are often not distributed evenly. As a result, some arrival fixes experience severe delays while, similar to the runway systems, the other arrival fixes might experience no delays at all. The goal of this thesis is to develop a combined optimization approach for terminal airspace flow management that assigns a TRACON boundary fix and a runway to each flight while minimizing the required fuel burn and emissions. The approach lessens the severity of terminal capacity shortage caused by and imbalance of traffic demand by shunting flights from current positions to alternate runways. This is done by considering every possible path combination. To attempt to solve the congestion of the terminal airspace at both runways and arrival fixes, this research focuses on two sequential optimizations. The fix assignments are dealt with by considering, simultaneously, the capacity constraints of fixes and runways as well as the fuel consumption and emissions of each flight. The research also develops runway assignments with runway scheduling such that the total emissions produced in the terminal area and on the airport surface are minimized.
The two-stage sequential framework is also extended to en route airspace. When en route airspace loses its capacity for any reason, e.g. severe weather condition, air traffic controllers and flight operators plan flight schedules together based on the given capacity limit, thereby maximizing en route throughput and minimizing flight operators' costs. However, the current methods have limitations due to the lacks of consideration of the combinatorial nature of air traffic flow management decision. One of the initial attempts to overcome these limitations is the Collaborative Trajectory Options Program (CTOP), which will be initiated soon by the Federal Aviation Administration (FAA). The developed two-stage combinatorial optimization framework fits this CTOP perfectly from the flight operator's perspective. The first stage is used to find an optimal slot allocation for flights under satisfying the ration by schedule (RBS) algorithm of the FAA. To solve the formulated first stage problem efficiently, two different solution methodologies, a heuristic algorithm and a modified branch and bound algorithm, are presented. Then, flights are assigned to the resulting optimized slots in the second stage so as to minimize the flight operator's costs.
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Pham, Cao Van. "Signalized fuzzy logic for diamond interchanges incorporating with fuzzy ramp system : a thesis presented in partial fulfilment of the requirements for the degree of Master of Engineering in Mechatronics at Massey University, Auckland, New Zealand." Massey University, 2009. http://hdl.handle.net/10179/1126.
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New dynamic signal control methods such as fuzzy logic and artificial intelligence developed recently mainly focused on isolated intersection. In this study, a Fuzzy Logic Control for a Diamond Interchange incorporating with Fuzzy Ramp System (FLDI) has been developed. The signalization of two closely spaced intersections in a diamond interchange is a complicated problem that includes both increasing the diamond interchange capacity and reduce delays at the same time. The model comprises of three main modules. The Fuzzy Phase Timing module controls the current phase green time extension, the Phase Selection module select the next phase based on the pre-defined phase sequence or phase logics and the Fuzzy Ramp module determines the cycle time of the ramp meter bases on current traffic volumes and conditions of the interchanges and the motorways. The developed FLDI model has been compared with the traffic actuated simulation with respects to flow rates and the average delays of the vehicles. The model of an actual diamond interchange is described and simulated by using AIMSUN (Advanced Interactive Microscopic Simulator for Urban and Non-Urban Network) software. Simulation results show the FLDI model outperformed the traffic actuated models with lower system total travel time, average delay and improvements in downstream average speed and average delay.
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Yu, Xue Feng. "Genetic fuzzy logic approach to local ramp metering control using microscopic traffic simulation : a thesis presented in partial fulfillment of the requirements for the degree of Master of Engineering in Mechatronics at Massey University, Auckland, New Zealand." Massey University, 2009. http://hdl.handle.net/10179/1146.
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Ramp metering, one of the most effective solutions for improving motorway traffic flows, is playing increasingly important role in traffic management systems. Because of its capability to handle nonlinear and non-stationary problems, fuzzy logic based ramp metering algorithms have been always considered as an extremely suitable control measures to handle a complex nonlinear traffic system. This thesis proposes a genetic fuzzy approach to design a traffic-responsive ramp control algorithm for an isolated onramp. For a local ramp meter algorithm, the problem could be described as the inflow optimization of on-ramp, based on the evaluation of motorway traffic condition. If the inflow of on-ramp is considered as the decision variable, the ramp control problem could be treated as a nonlinear optimization problem of maximizing the evaluation function. The adaptive genetic fuzzy approach is actually a control approach to maximize the inflow of on-ramp under the restriction of evaluation function. In this thesis, a well-known fuzzy logic based ramp metering algorithms developed by Bogenberger is introduced and implemented with an on-ramp congestion model of Constellation Drive Interchange in a stochastic microscopic traffic simulator, Aimsun. To improve the performance of fuzzy control system, genetic algorithm is applied to tune the parameterized membership function of each fuzzy input to maintain the flow density of motorway blow the estimated congestion density. The performances of the genetic fuzzy logic control ramp metering are compared with FLC (fuzzy logic control) ramp metering by means of the percentage change of TTT (Total Travel Time) based on no control condition in Aimsun. The simulation results show the genetic fuzzy ramp metering has a more significant improvement on TTT and more strong stability to maintain system flow density than FLC ramp metering.
Books on the topic "Traffic flow Research Australia"
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United States. Federal Highway Administration. Office of Highway Information Management. Traffic monitoring guide. [Washington, D.C.]: US Dept. of Transportation, Federal Highway Administration, Office of Highway Information Management, 1992.
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Glad, Richard W. Weave analysis and performance: The Washington State case study. [Olympia, Wash.]: Washington State Dept. of Transportation, 2001.
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Mannering, Fred L. Truck restriction evaluation: The Puget Sound experience : final report, Research project T9233, Task 22, Truck restriction evaluation. Seattle, Wash: Washington State Transportation Center (TRAC), 1993.
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Roess, Roger P. The Highway capacity manual: A conceptual and research history. Cham: Springer, 2014.
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Choi, D. R. Rig seismic research cruise 6: Northern Australia heat flow : post-cruise report. Canberra: Australian Govt. Pub. Service, 1987.
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Nihan, N. L. Driver information services: The feasibility of using local access cable TV : final report, Research Project Y-33-99, Task 34. [Olympia, Wash.]: Washington State Dept. of Transportation, Planning, Research and Public Transportation Division in cooperation with the U.S. Dept. of Transportation, Federal Highway Administration, 1988.
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Nihan, N. L. Impacts of freeway surveillance and control on eastbound SR 520: Final report, Research Project Y-2811, Task 22. [Washington State]: Washington State Dept. of Transportation, Planning, Research and Public Transportation Division, 1987.
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Macioszek, Elżbieta, and Grzegorz Sierpiński, eds. Present Approach to Traffic Flow Theory and Research in Civil and Transportation Engineering. Cham: Springer International Publishing, 2022. http://dx.doi.org/10.1007/978-3-030-93370-8.
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Tiwari, Geetam. Road designs for improving traffic flow: A bicycle master plan for Delhi. 2nd ed. New Delhi: Transportation Research and Injury Prevention Programme, Indian Institute of Technology Delhi, 2005.
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Conference, Australian Road Research Board. 16th ARRB Conference, Perth, Western Australia, 9-12 November 1992: Proceedings. Vermont South, Vic., Australia: Australian Road Research Board Ltd., 1992.
Find full textBook chapters on the topic "Traffic flow Research Australia"
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Cassidy, Michael J. "Traffic Flow And Capacity." In International Series in Operations Research & Management Science, 151–86. Boston, MA: Springer US, 1999. http://dx.doi.org/10.1007/978-1-4615-5203-1_6.
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Vossen, Thomas W. M., Robert Hoffman, and Avijit Mukherjee. "Air Traffic Flow Management." In International Series in Operations Research & Management Science, 385–453. Boston, MA: Springer US, 2011. http://dx.doi.org/10.1007/978-1-4614-1608-1_7.
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Bamberger, Johanna, Anna-Lena Geßler, Peter Heitzelmann, Sara Korn, Rene Kahlmeyer, Xue Hao Lu, Qi Hao Sang, et al. "Crowd Research at School: Crossing Flows." In Traffic and Granular Flow '13, 137–44. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-10629-8_16.
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Berling, Jan, Alexander Lau, and Volker Gollnick. "European Air Traffic Flow Management with Strategic Deconfliction." In Operations Research Proceedings, 279–86. Cham: Springer International Publishing, 2017. http://dx.doi.org/10.1007/978-3-319-42902-1_38.
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Wahle, Joachim, Jörg Esser, Lutz Neubert, and Michael Schreckenberg. "A Cellular Automaton Traffic Flow Model for Online-Simulation of Urban Traffic." In Cellular Automata: Research Towards Industry, 185–93. London: Springer London, 1998. http://dx.doi.org/10.1007/978-1-4471-1281-5_17.
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Kulakarni, Rakesh, Akhilesh Chepuri, Shriniwas Arkatkar, and Gaurang J. Joshi. "Estimation of Saturation Flow at Signalized Intersections Under Heterogeneous Traffic Conditions." In Transportation Research, 591–605. Singapore: Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-32-9042-6_47.
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Sylwester, Gładyś, Malarski Marek, Jasiński Sławomir, and Skorupski Jacek. "Model estimation of air traffic control sectors capacity for solving the air traffic flow management problem." In Operations Research ’91, 23–30. Heidelberg: Physica-Verlag HD, 1992. http://dx.doi.org/10.1007/978-3-642-48417-9_8.
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Song, Chenyang. "Forecast of passenger flow in railway terminals and evaluation of terminals." In Frontier Research: Road and Traffic Engineering, 908–18. London: CRC Press, 2022. http://dx.doi.org/10.1201/9781003305002-117.
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Ni, Guoqing, Feng Han, Liangying Li, and Zhibo Liu. "Response law of wind-sand flow on subgrade of desert expressway." In Frontier Research: Road and Traffic Engineering, 363–70. London: CRC Press, 2022. http://dx.doi.org/10.1201/9781003305002-48.
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Kumar, Pallav, Joyjeet Chakraborty, Shriniwas Arkatkar, and Gaurang J. Joshi. "Effect of Shoulder Width on Traffic Flow Parameters on Two-Lane Undivided Roads." In Transportation Research, 579–89. Singapore: Springer Singapore, 2019. http://dx.doi.org/10.1007/978-981-32-9042-6_46.
Full textConference papers on the topic "Traffic flow Research Australia"
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Soria, Julio. "Recent Examples of Aerodynamic Flow Control Research in Australia (Invited)." In 4th Flow Control Conference. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2008. http://dx.doi.org/10.2514/6.2008-4187.
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Li, Xiaoying. "Research on Traffic Flow Algorithm." In 2014 Sixth International Conference on Measuring Technology and Mechatronics Automation (ICMTMA). IEEE, 2014. http://dx.doi.org/10.1109/icmtma.2014.135.
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Zhang, Jian-hua, Tao Jiang, Sheng-an Wang, and Jia-wei Ma. "Research of Cellular Automata Traffic Flow Model for Variable Traffic Flow Density." In International Conference on Chemical,Material and Food Engineering. Paris, France: Atlantis Press, 2015. http://dx.doi.org/10.2991/cmfe-15.2015.172.
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Ji, Chengping, and Mingyang Ji. "Flow-Based P2P Traffic Behaviors Research." In 2012 International Conference on Computer Science and Service System (CSSS). IEEE, 2012. http://dx.doi.org/10.1109/csss.2012.241.
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Li, Xinghua. "Research on Traffic Intelligence based on Traffic Flow Detection Algorithm." In 2022 International Conference on Edge Computing and Applications (ICECAA). IEEE, 2022. http://dx.doi.org/10.1109/icecaa55415.2022.9936548.
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Zhang Yu-mei and Qu Shi-ru. "Chaotic property research for freeway traffic flow." In 2009 Chinese Control and Decision Conference (CCDC). IEEE, 2009. http://dx.doi.org/10.1109/ccdc.2009.5192591.
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Cui, Xiao Tong, Xian Sheng Li, Xue Lian Zheng, Xing Ying Zhang, Lan Zhao, and Jinghai Zhang. "Research on Traffic Characteristics of Signal Intersections with Mixed Traffic Flow." In 2020 IEEE 5th International Conference on Intelligent Transportation Engineering (ICITE). IEEE, 2020. http://dx.doi.org/10.1109/icite50838.2020.9231426.
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Shen, Hang, and Huiyuan Jiang. "Research on road construction's impact upon traffic flow." In 2011 IEEE 2nd International Conference on Computing, Control and Industrial Engineering (CCIE 2011). IEEE, 2011. http://dx.doi.org/10.1109/ccieng.2011.6008156.
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Zhang, Ning, and Hong Bao. "Research on Traffic Flow Optimization in Optical Network." In 2010 Second International Workshop on Education Technology and Computer Science. IEEE, 2010. http://dx.doi.org/10.1109/etcs.2010.507.
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Li, Xiaoying, Yongzhi Li, and JianXin Liu. "Research on Traffic Flow Base on Neural Network." In 2009 International Conference on Measuring Technology and Mechatronics Automation. IEEE, 2009. http://dx.doi.org/10.1109/icmtma.2009.296.
Full textReports on the topic "Traffic flow Research Australia"
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Chien, Stanley, Lauren Christopher, Yaobin Chen, Mei Qiu, and Wei Lin. Integration of Lane-Specific Traffic Data Generated from Real-Time CCTV Videos into INDOT's Traffic Management System. Purdue University, 2023. http://dx.doi.org/10.5703/1288284317400.
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The Indiana Department of Transportation (INDOT) uses about 600 digital cameras along populated Indiana highways in order to monitor highway traffic conditions. The videos from these cameras are currently observed by human operators looking for traffic conditions and incidents. However, it is time-consuming for the operators to scan through all video data from all the cameras in real-time. The main objective of this research was to develop an automatic and real-time system and implement the system at INDOT to monitor traffic conditions and detect incidents automatically. The Transportation and Autonomous Systems Institute (TASI) of the Purdue School of Engineering and Technology at Indiana University-Purdue University Indianapolis (IUPUI) and the INDOT Traffic Management Center have worked together to research and develop a system that monitors the traffic conditions based on the INDOT CCTV video feeds. The proposed system performs traffic flow estimation, incident detection, and the classification of vehicles involved in an incident. The goal was to develop a system and prepare for future implementation. The research team designed the new system, including the hardware and software components, the currently existing INDOT CCTV system, the database structure for traffic data extracted from the videos, and a user-friendly web-based server for identifying individual lanes on the highway and showing vehicle flowrates of each lane automatically. The preliminary prototype of some system components was implemented in the 2018–2019 JTRP projects, which provided the feasibility and structure of the automatic traffic status extraction from the video feeds. The 2019–2021 JTRP project focused on developing and improving many features’ functionality and computation speed to make the program run in real-time. The specific work in this 2021–2022 JTRP project is to improve the system further and implement it on INDOT’s premises. The system has the following features: vehicle-detection, road boundary detection, lane detection, vehicle count and flowrate detection, traffic condition detection, database development, web-based graphical user interface (GUI), and a hardware specification study. The research team has installed the system on one computer in INDOT for daily road traffic monitoring operations.
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Chien, Stanley, Yaobin Chen, Lauren Christopher, Mei Qiu, and Zhengming Ding. Road Condition Detection and Classification from Existing CCTV Feed. Purdue University, 2022. http://dx.doi.org/10.5703/1288284317364.
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The Indiana Department of Transportation (INDOT) has approximately 500 digital cameras along highways in populated areas of Indiana. These cameras are used to monitor traffic conditions around the clock, all year round. Currently, the videos from these cameras are observed one-by-one by human operators looking for traffic conditions and incidents. The main objective of this research was to develop an automatic, real-time system to monitor traffic conditions and detect incidents automatically. The Transportation and Autonomous Systems Institute (TASI) of the Purdue School of Engineering and Technology at Indiana University-Purdue University Indianapolis (IUPUI) and the Traffic Management Center of INDOT developed a system that monitors the traffic conditions based on the INDOT CCTV video feeds. The proposed system performs traffic flow estimation, incident detection, and classification of vehicles involved in an incident. The research team designed the system, including the hardware and software components added to the existing INDOT CCTV system; the relationship between the added system and the currently existing INDOT system; the database structure for traffic data extracted from the videos; and a user-friendly, web-based server for showing the incident locations automatically. The specific work in this project includes vehicle-detection, road boundary detection, lane detection, vehicle count over time, flow-rate detection, traffic condition detection, database development, web-based graphical user interface (GUI), and a hardware specification study. The preliminary prototype of some system components has been implemented in the Development of Automated Incident Detection System Using Existing ATMS CCT (SPR-4305).
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Mohammadian, Abolfazl, Amir Bahador Parsa, Homa Taghipour, Amir Davatgari, and Motahare Mohammadi. Best Practice Operation of Reversible Express Lanes for the Kennedy Expressway. Illinois Center for Transportation, September 2021. http://dx.doi.org/10.36501/0197-9191/21-033.
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Reversible lanes in Chicago’s Kennedy Expressway are an available infrastructure that can significantly improve traffic performance; however, a special focus on congestion management is required to improve their operation. This research project aims to evaluate and improve the operation of reversible lanes in the Kennedy Expressway. The Kennedy Expressway is a nearly 18-mile-long freeway in Chicago, Illinois, that connects in the southeast to northwest direction between the West Loop and O’Hare International Airport. There are two approximately 8-mile reversible lanes in the Kennedy Expressway’s median, where I-94 merges into I-90, and there are three entrance gates in each direction of this corridor. The purpose of the reversible lanes is to help the congested direction of the Kennedy Expressway increase its traffic flow and decrease the delay in the whole corridor. Currently, experts in a control location switch the direction of the reversible lanes two to three times per day by observing real-time traffic conditions captured by a traffic surveillance camera. In general, inbound gates are opened and outbound gates are closed around midnight because morning traffic is usually heavier toward the central city neighborhoods. In contrast, evening peak-hour traffic is usually heavier toward the outbound direction, so the direction of the reversible lanes is switched from inbound to outbound around noon. This study evaluates the Kennedy Expressway’s current reversing operation. Different indices are generated for the corridor to measure the reversible lanes’ performance, and a data-driven approach is selected to find the best time to start the operation. Subsequently, real-time and offline instruction for the operation of the reversible lanes is provided through employing deep learning and statistical techniques. In addition, an offline timetable is also provided through an optimization technique. Eventually, integration of the data-driven and optimization techniques results in the best practice operation of the reversible lanes.
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Arhin, Stephen, Babin Manandhar, Kevin Obike, and Melissa Anderson. Impact of Dedicated Bus Lanes on Intersection Operations and Travel Time Model Development. Mineta Transportation Institute, June 2022. http://dx.doi.org/10.31979/mti.2022.2040.
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Over the years, public transit agencies have been trying to improve their operations by continuously evaluating best practices to better serve patrons. Washington Metropolitan Area Transit Authority (WMATA) oversees the transit bus operations in the Washington Metropolitan Area (District of Columbia, some parts of Maryland and Virginia). One practice attempted by WMATA to improve bus travel time and transit reliability has been the implementation of designated bus lanes (DBLs). The District Department of Transportation (DDOT) implemented a bus priority program on selected corridors in the District of Columbia leading to the installation of red-painted DBLs on corridors of H Street, NW, and I Street, NW. This study evaluates the impacts on the performance of transit buses along with the general traffic performance at intersections on corridors with DBLs installed in Washington, DC by using a “before” and “after” approach. The team utilized non-intrusive video data to perform vehicular turning movement counts to assess the traffic flow and delays (measures of effectiveness) with a traffic simulation software. Furthermore, the team analyzed the Automatic Vehicle Locator (AVL) data provided by WMATA for buses operating on the study segments to evaluate bus travel time. The statistical analysis showed that the vehicles traveling on H Street and I Street (NW) experienced significantly lower delays during both AM (7:00–9:30 AM) and PM (4:00–6:30 PM) peak hours after the installation of bus lanes. The approximation error metrics (normalized squared errors) for the testing dataset was 0.97, indicating that the model was predicting bus travel times based on unknown data with great accuracy. WMATA can apply this research to other segments with busy bus schedules and multiple routes to evaluate the need for DBLs. Neural network models can also be used to approximate bus travel times on segments by simulating scenarios with DBLs to obtain accurate bus travel times. Such implementation could not only improve WMATA’s bus service and reliability but also alleviate general traffic delays.
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Padhye, Suyash, Isaiah Mwamba, Kyubyung Kang, Samuel Labi, and Makarand Hastak. Safety, Mobility, and Cost Benefits of Closing One Direction of the Interstate in Rural Areas During Construction Work. Purdue University, 2021. http://dx.doi.org/10.5703/1288284317345.
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With specific regard to interstates in the rural area, Indiana Department of Transportation (INDOT) has expressed a need for research that sheds light on this Maintenance of Traffic (MOT) issue so the agency [INDOT and the contractor] can make informed decisions regarding the crossover sections versus the closure in one direction with detour roads. A number of studies have investigated the advantages and disadvantages of various MOT strategies; however, there is no specific study that can help INDOT traffic engineers and design engineers make decisions by comparing direct and indirect benefits of crossovers and detours (full lane closures). This research examined the advantages and disadvantages of entirely closing one direction of traffic over traditional work zone techniques (such as partial lane closure through median crossover) from the perspectives of the agency, road users, and the community. In the case of full closure, the study (a) examined the alternative MOT strategies and best practices through an extensive literature review and survey of agencies (b) investigated risk, benefit, and costs associated with selected detour routes (c) validated the identified critical factors through case studies in Indiana and at other states, and (d) implemented best practices in an expected project to evaluate the safety, mobility, and cost benefits of closing one direction. Through the literature review and four case studies, eleven KPIs for MOT strategy developments were identified. This study prioritized these KPIs through the survey questionnaire. The top five KPIs are (1) safety, (2) mobility, (3) budget constraint, (4) project duration, (5) complexity of project sites. Based on these KPIs and other findings presented in Section 4.3.3, this study has proposed a comparison tool for predetermined MOT strategies in the form of a flow-chart. This tool is followed by the scores or weights associated with each KPI. These scores are normalized—i.e., the most important KPI which is safety, has the maximum weightage 1 and rest of the KPIs are weighed relatively. INDOT has a set of editable documents which are references for making MOT decisions. This proposed flow-chart tool will “walk” the INDOT team through the use of these spreadsheets corresponding to the identified KPIs through this study. It will be at the discretion of the INDOT team as to which KPIs are relevant to the situation at hand. Therefore, the flow-chart tool is flexible to incorporate the dynamic nature of MOT strategy selection.
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Smit, Amelia, Kate Dunlop, Nehal Singh, Diona Damian, Kylie Vuong, and Anne Cust. Primary prevention of skin cancer in primary care settings. The Sax Institute, August 2022. http://dx.doi.org/10.57022/qpsm1481.
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Overview Skin cancer prevention is a component of the new Cancer Plan 2022–27, which guides the work of the Cancer Institute NSW. To lessen the impact of skin cancer on the community, the Cancer Institute NSW works closely with the NSW Skin Cancer Prevention Advisory Committee, comprising governmental and non-governmental organisation representatives, to develop and implement the NSW Skin Cancer Prevention Strategy. Primary Health Networks and primary care providers are seen as important stakeholders in this work. To guide improvements in skin cancer prevention and inform the development of the next NSW Skin Cancer Prevention Strategy, an up-to-date review of the evidence on the effectiveness and feasibility of skin cancer prevention activities in primary care is required. A research team led by the Daffodil Centre, a joint venture between the University of Sydney and Cancer Council NSW, was contracted to undertake an Evidence Check review to address the questions below. Evidence Check questions This Evidence Check aimed to address the following questions: Question 1: What skin cancer primary prevention activities can be effectively administered in primary care settings? As part of this, identify the key components of such messages, strategies, programs or initiatives that have been effectively implemented and their feasibility in the NSW/Australian context. Question 2: What are the main barriers and enablers for primary care providers in delivering skin cancer primary prevention activities within their setting? Summary of methods The research team conducted a detailed analysis of the published and grey literature, based on a comprehensive search. We developed the search strategy in consultation with a medical librarian at the University of Sydney and the Cancer Institute NSW team, and implemented it across the databases Embase, MEDLINE, PsycInfo, Scopus, Cochrane Central and CINAHL. Results were exported and uploaded to Covidence for screening and further selection. The search strategy was designed according to the SPIDER tool for Qualitative and Mixed-Methods Evidence Synthesis, which is a systematic strategy for searching qualitative and mixed-methods research studies. The SPIDER tool facilitates rigour in research by defining key elements of non-quantitative research questions. We included peer-reviewed and grey literature that included skin cancer primary prevention strategies/ interventions/ techniques/ programs within primary care settings, e.g. involving general practitioners and primary care nurses. The literature was limited to publications since 2014, and for studies or programs conducted in Australia, the UK, New Zealand, Canada, Ireland, Western Europe and Scandinavia. We also included relevant systematic reviews and evidence syntheses based on a range of international evidence where also relevant to the Australian context. To address Question 1, about the effectiveness of skin cancer prevention activities in primary care settings, we summarised findings from the Evidence Check according to different skin cancer prevention activities. To address Question 2, about the barriers and enablers of skin cancer prevention activities in primary care settings, we summarised findings according to the Consolidated Framework for Implementation Research (CFIR). The CFIR is a framework for identifying important implementation considerations for novel interventions in healthcare settings and provides a practical guide for systematically assessing potential barriers and facilitators in preparation for implementing a new activity or program. We assessed study quality using the National Health and Medical Research Council (NHMRC) levels of evidence. Key findings We identified 25 peer-reviewed journal articles that met the eligibility criteria and we included these in the Evidence Check. Eight of the studies were conducted in Australia, six in the UK, and the others elsewhere (mainly other European countries). In addition, the grey literature search identified four relevant guidelines, 12 education/training resources, two Cancer Care pathways, two position statements, three reports and five other resources that we included in the Evidence Check. Question 1 (related to effectiveness) We categorised the studies into different types of skin cancer prevention activities: behavioural counselling (n=3); risk assessment and delivering risk-tailored information (n=10); new technologies for early detection and accompanying prevention advice (n=4); and education and training programs for general practitioners (GPs) and primary care nurses regarding skin cancer prevention (n=3). There was good evidence that behavioural counselling interventions can result in a small improvement in sun protection behaviours among adults with fair skin types (defined as ivory or pale skin, light hair and eye colour, freckles, or those who sunburn easily), which would include the majority of Australians. It was found that clinicians play an important role in counselling patients about sun-protective behaviours, and recommended tailoring messages to the age and demographics of target groups (e.g. high-risk groups) to have maximal influence on behaviours. Several web-based melanoma risk prediction tools are now available in Australia, mainly designed for health professionals to identify patients’ risk of a new or subsequent primary melanoma and guide discussions with patients about primary prevention and early detection. Intervention studies have demonstrated that use of these melanoma risk prediction tools is feasible and acceptable to participants in primary care settings, and there is some evidence, including from Australian studies, that using these risk prediction tools to tailor primary prevention and early detection messages can improve sun-related behaviours. Some studies examined novel technologies, such as apps, to support early detection through skin examinations, including a very limited focus on the provision of preventive advice. These novel technologies are still largely in the research domain rather than recommended for routine use but provide a potential future opportunity to incorporate more primary prevention tailored advice. There are a number of online short courses available for primary healthcare professionals specifically focusing on skin cancer prevention. Most education and training programs for GPs and primary care nurses in the field of skin cancer focus on treatment and early detection, though some programs have specifically incorporated primary prevention education and training. A notable example is the Dermoscopy for Victorian General Practice Program, in which 93% of participating GPs reported that they had increased preventive information provided to high-risk patients and during skin examinations. Question 2 (related to barriers and enablers) Key enablers of performing skin cancer prevention activities in primary care settings included: • Easy access and availability of guidelines and point-of-care tools and resources • A fit with existing workflows and systems, so there is minimal disruption to flow of care • Easy-to-understand patient information • Using the waiting room for collection of risk assessment information on an electronic device such as an iPad/tablet where possible • Pairing with early detection activities • Sharing of successful programs across jurisdictions. Key barriers to performing skin cancer prevention activities in primary care settings included: • Unclear requirements and lack of confidence (self-efficacy) about prevention counselling • Limited availability of GP services especially in regional and remote areas • Competing demands, low priority, lack of time • Lack of incentives.