Dissertations / Theses: 'Urban Traffic Simulator'

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Uh, Jason (Jason J. ). "Virtual urban traffic network simulator." Thesis, Massachusetts Institute of Technology, 2011. http://hdl.handle.net/1721.1/66818.

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Thesis (M. Eng.)--Massachusetts Institute of Technology, Dept. of Electrical Engineering and Computer Science, 2011.
Cataloged from PDF version of thesis.
Includes bibliographical references (p. 41).
In this project, I designed and implemented a virtual urban traffic network simulator. The simulator serves as a testbed for human-subject experiments to determine driver behavior in road networks and also as a platform for testing route-planning algorithms. The simulator was implemented using the C4 game engine and OpenGL. The simulator is capable of producing both 3- and 2-dimensional visualizations of a traffic network. In this thesis, I describe the key components of the simulator, the necessary inputs, and the expected outputs. I verify operation of the simulator through observation of the actual system outputs.
by Jason Uh.
M.Eng.

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Wright, Steven. "Supporting intelligent traffic in the Leeds driving simulator." Thesis, University of Leeds, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.274218.

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Lackey, Nathan. "Simulating Autonomous Vehicles in a Microscopic Traffic Simulator to Investigate the Effects of Autonomous Vehicles on Roadway Mobility." The Ohio State University, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=osu1555072367385629.

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Aronsson, Karin F. M. "Speed characteristics of urban streets based on driver behaviour studies and simulation." Doctoral thesis, Stockholm : Division of transport och logistics, Royal Institute of Technology, 2006. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-4259.

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De, Nunzio Giovanni. "Traffic eco-management in urban traffic networks." Thesis, Université Grenoble Alpes (ComUE), 2015. http://www.theses.fr/2015GREAT064/document.

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Le problème de la gestion éco-responsable du trafic urbain est adressé. Ce type de gestion du trafic vise à réduire les arrêts des véhicules, les accélérations, la consommation énergétique, ainsi que la congestion. L'éco-management du trafic dans les réseaux urbains peut être catégorisé dans deux classes principales : contrôle du véhicule et contrôle de l'infrastructure. Les deux domaines de contrôle peuvent présenter caractéristiques soit isolées soit coordonnées, en dépendant du type d'information utilisée dans l'optimisation.La gestion du trafic côté véhicule influe sur chaque véhicule en fonction de ses propres caractéristiques et position. Le contrôle isolé du véhicule vise principalement à optimiser la transmission et/ou le profil de conduite des véhicules, en utilisant éventuellement des informations sur les caractéristiques de la route, mais sans communiquer avec les autres agents du réseau. Le contrôle coordonné du véhicule, d'autre part, fait usage de la communication entre les véhicules et avec l'infrastructure pour obtenir des bénéfices plus importants en termes de consommation d'énergie et de fluidité de la circulation.En revanche, la gestion du côté infrastructure influe sur les feux et les panneaux de signalisation, afin d'améliorer les performances de l'ensemble du trafic. Le contrôle isolé de l'infrastructure régule essentiellement les feux de signalisation pour une seule intersection, ou bien les limites de vitesse dans un seul tronçon de route, sans prendre en compte les interactions avec les jonctions et/ou les sections voisines. Le contrôle coordonné de l'infrastructure surmonte cette limitation en utilisant des informations sur les conditions de circulation dans d'autres sections de la route, afin de réduire la congestion.Les contributions de ce travail peuvent être résumées comme suit.Tout d'abord, une solution pour le contrôle coordonné du véhicule a été proposée, dans laquelle la communication avec l'infrastructure est exploitée pour réduire la consommation d'énergie. En particulier, les plans des feux de signalisation sont supposés être communiqués au véhicule et connus, et une vitesse optimale est suggérée au véhicule afin de traverser une séquence de carrefours à feux sans s'arrêter, tout en suivant une trajectoire d'énergie minimale. La stratégie proposée, appliquée indépendamment à chaque véhicule, a été testée dans un simulateur de trafic microscopique afin d'évaluer l'impact sur les performances du trafic. L'analyse a montré que la consommation d'énergie et le nombre d'arrêts peuvent être considérablement réduits sans affecter le temps de parcours.Ensuite, une solution pour le contrôle isolé de l'infrastructure a été proposée. Un modèle macroscopique du trafic urbain a été introduit, et les limites de vitesse variables ont été utilisées pour améliorer les performances de la circulation. L'optimisation vise à trouver un compromis entre la réduction de consommation énergétique et le temps de parcours moyen des véhicules dans le tronçon de route considéré. Des expériences ont démontré qu'il existe une limite de vitesse optimale qui améliore les performances du trafic, et qui réduit la longueur de la file d'attente au feu de signalisation.Enfin, une solution pour le contrôle coordonné de l'infrastructure a été proposée. La synchronisation des feux de signalisation sur les grands axes de circulation a été prouvée efficace pour réduire le temps de parcours. Notre analyse a démontré qu'un problème d'optimisation peut être formalisé pour prendre en compte également les aspects énergétiques. Des expériences approfondies dans un simulateur de trafic microscopique ont montré qu'il existe une corrélation entre la progression du trafic et ses performances. La stratégie de contrôle proposée a montré qu'une réduction significative de la consommation d'énergie peut être atteinte, en éliminant presque complètement les arrêts et le temps d'arrêt, sans affecter le temps de parcours
The problem of energy-aware traffic management in urban environment is addressed. Such traffic management aims at reducing vehicle stops, accelerations, energy consumption, and ultimately congestion. The eco-management in urban traffic networks may be divided in two broad categories: vehicle-side control and infrastructure-side control. Both control domains can feature isolated or coordinated characteristics, depending on the type of information used in the optimization.The vehicle-side traffic management influences each single vehicle according to its own characteristics and position. Isolated vehicle control aims primarily at optimizing the powertrain and/or the driving profile of the vehicles, possibly using information about the road characteristics, but without communicating with the other agents of the traffic network. Coordinated vehicle control makes use of communication among vehicles and with the infrastructure in order to achieve larger benefits in terms of energy consumption and traffic fluidity.The infrastructure-side management, on the other hand, influences traffic lights and road side panels in order to improve the performance of the traffic as a whole. Isolated infrastructure control regulates essentially the traffic lights at a single signalized intersection, or the speed limits in a single stretch of road, without taking into account the interactions with the neighboring junctions and/or road sections. Coordinated infrastructure control overcomes this limitation by using information about traffic conditions in other road sections to alleviate congestion.The contributions of this work to the energy-aware traffic management may be summarized as follows.Firstly, a solution for the coordinated vehicle control has been proposed, in which communication with the infrastructure is exploited to reduce energy consumption. In particular, the traffic lights timings are assumed to be communicated to the vehicle and known, and the vehicle is suggested an optimal speed to drive through a sequence of signalized intersections without stopping, while following a minimum-energy trajectory. The proposed strategy, independently applied to each vehicle, has been tested in a microscopic traffic simulator in order to assess the impact on the traffic performance. The analysis has demonstrated that the energy consumption and the number of stops can be drastically reduced without affecting the travel time.Then, a solution for the isolated infrastructure control has been proposed. A macroscopic urban traffic model has been introduced, and the variable speed limits have been used as actuation to improve traffic performance. In particular, the analysis has been carried out at saturated traffic conditions, with given and fixed traffic lights scheduling. The optimization aims at reducing the energy consumption in trade-off with the average travel time of the vehicles in the considered road section. Experiments have demonstrated that there exists an optimal speed limit that improves traffic performance and reduces the length of the queue at the traffic light.Lastly, a solution for the coordinated infrastructure control has been proposed. Traffic lights coordination on arterials has been proved to be effective in terms of traffic delay reduction. Our analysis has demonstrated that an optimization problem can be cast to take into account also energetic aspects. Extensive experiments in a microscopic traffic simulator have showed that a correlation exists between traffic progression and traffic performance indexes, such as energy consumption, travel time, idling time, and number of stops. The proposed control strategy has showed that a significant reduction of energy consumption can be achieved, almost completely eliminating number of stops and idling time, without affecting the travel time

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Soldado, Sérgio Torres. "FPGA urban traffic control simulation and evaluation platform." Master's thesis, Universidade de Aveiro, 2009. http://hdl.handle.net/10773/2190.

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Mestrado em Engenharia Electrónica e Telecomunicações
The study and development towards Urban Traffic Management and Control (UTMC) Systems have not solely or recently gained extreme importance only due to obvious issues such as traffic safety improvement, traffic congestion control and avoidance but also due to other underlying factors such as urban transportation efficiency, urban traffic originated air pollution and future concepts as are autonomous vehicle systems, which are presently taking shape. Generally speaking urban traffic simulations occur in a software environment, which comes to hinder the progress taken towards the actual implementation of UTMC systems. The reason to why such happens is based on the fact that urban traffic controllers are usually implemented and executed on hardware platforms, therefore software based models don‟t support an actual implementation directly. In this study we explore a novel approach to urban traffic simulation, aimed to eliminate the timeframe and work-distance between the UTMC system‟s design and an eventual implementation, where a Field Programmable Gate Array (FPGA) is used to execute a simulation model of an urban traffic network. Since the resource to FPGAs implies a hardware based execution, the resulting implementation of each traffic management and control element can be considered not only as having a close matched behavior to a real world implementation but also as an actual prototype. From the simulation viewpoint the use of FPGA‟s holds the prospect of being able to hold execution speeds many times faster than software based simulations as FPGA designs are able to execute a large number of parallel processes. This study shows that an Urban Traffic Control Simulation and Test Platform is possible by implementing a relatively simple urban network model in a low end FPGA. This result implies that with further time and resource investments a rather complex system can be developed which can handle large scale and complex UTMC systems with the promise of shortening the work distance between the concept and a real world running implementation.

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Chiu, Yi-chang. "Generalized real-time route guidance strategies in urban networks." Access restricted to users with UT Austin EID Full text (PDF) from UMI/Dissertation Abstracts International, 2002. http://wwwlib.umi.com/cr/utexas/fullcit?p3077621.

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Richard, Julien. "Apport des SIG et de la réalité virtuelle à la modélisation et la simulation du trafic urbain." Thesis, Paris Est, 2018. http://www.theses.fr/2018PESC1058/document.

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La cartographie ainsi que les sciences qui s'y rattachent, sont en constante évolution et s'adaptent aux nouvelles technologies et les domaines d'application sont de plus en plus variés. Nous souhaitons illustrer, dans ce manuscrit, l'application des systèmes d'informations géographiques à la simulation du trafic urbain en 4D grâce aux nouvelles technologies telles que les casques de réalité virtuelle. Le flux routier se traduit en équations via des simulations discrètes (voiture par voiture) et continues (assimilées à l'écoulement d'un fluide).Dans une première partie, nous allons étudier l'historique de la cartographie, plus particulièrement la représentation de la ville au cours du temps. La gestion de trafic urbain est un élément crucial pour les urbanistes et sa représentation a évolué tant par l'utilisation d'outils de plus en plus précis, que par les enjeux actuels. L'urbanisation croissante nous conduit à être de plus en plus prévoyants sur les flux urbains. Il n'est pas seulement question de réseaux routiers, ce problème d'urbanisation influence d'autres réseaux tels que les systèmes d'assainissements qui sont sous dimensionnés face à l'augmentation de foyers et de surfaces imperméables. Il est en est de même pour les réseaux d'eau potable qui doivent être sans cesse renouvelés pour subvenir aux besoins des habitants, et plus globalement avec tous les réseaux enterrés. Nous étudierons aussi dans cette partie la modélisation du réseau routier via les graphes et les hypergraphes, cela nous permettra d'optimiser le code. En effet, la modélisation choisie, développée par M. Bouillé, la représentation HBDS, se rapproche de l'écriture de code en orienté objet et permet de bien structurer un réseau. Dans la partie suivante, nous décrirons les critères de développement en passant par le choix des données sources et des langages informatiques. Celui de la donnée source est très important pour une simulation qui s'approche au plus près de la réalité. Faire des simulations sur diverses villes du monde, sans se limiter à la France, est un des buts de ce travail. Nous ferons donc une analyse des données disponibles afin de trouver les meilleures informations pour alimenter les simulations. Ensuite, nous exposerons les méthodes et les réalisations que nous avons mises en place pour cette étude. Dans cette partie, on trouvera l'organisation du code ainsi que les différents outils de géomatique permettant la simulation de trafic en ville. Nous avons créé de nombreux algorithmes avant de développer, pour optimiser le temps de conception et renforcer le modèle créé. De plus, au cours de cette partie, nous nous intéresserons à l'apport d'un outil d'aide à la décision dans ce contexte via la mise en place d'outils :- De simulation informatique,- De Système Expert avec la création d'un module d'Intelligence Artificielle. Pour finir, les résultats visuels et les perspectives de ce travail seront abordés. Nous allons décrire l'interface homme-machine qui se devait d'être la plus intuitive possible. En effet, les interfaces des SIG propriétaires sont souvent très complexes, ils doivent être accessibles pour proposer des outils variés selon les domaines d'intérêts des utilisateurs. Dans le cadre de notre thématique, nous pouvons limiter les interactions avec l'utilisateur et nous concentrer sur des usages plus ciblés sur la simulation. Nous verrons aussi l'utilisation des principes d'immersion visuelle, comme la stéréoscopie, principe encore sous exploité dans les SIG actuels
Mapping and spatial data visualization are increasingly used to communicate to a wide audience, while providing specific expertise. We want to illustrate the application of geographical information systems to 4D urban traffic simulation thanks to new technologies such as virtual reality headsets. Road flow can be described in equations by discrete simulation (car by car) and continuous simulation (as a fluid flow).Firstly, we study the cartography history, more particularly the city representation over time. Urban traffic management is a critical piece for urban planners. Its representation has changed both with precise tools uses, and with current issues. An increase in urbanization leads us to be more and more farsighted of urban flows. It's not only a road networks question. These urbanization problems impact other networks as sanitation which are undersized dealing with population and surfaces damp-proofing increases. It's the same problem with the water supply which has to be replaced to cover the population needs, and more generally with all underground networks. We also study in this part the road network model via graphs and hypergraphs to optimize the code. Indeed, the chosen model, developed by Mr. Bouillé, the HBDS representation, is close to the object oriented code writing and helps to well structure a network. Afterwards we describe the development criterion through the raw data choice and the computer languages. Raw data choice is important to get the most realist simulation. The fact to make simulation all over the world, and not only in France, is one of the aims of this work. That's why we do a data analysis to find the best data to supply simulations. Then we expose methods and achievements that we implement for this study. In this part, we present the code organization and the geomatic tools helping to the city traffic simulation. We build many algorithms before coding, to optimize the conception time and to strengthen the created model. Moreover we talk about the benefits of a decision support tool in this context via the implementation tools :- Computer simulation,- Expert System with Artificial Intelligence creation. At least, visual results and perspectives are discussed. We describe the graphical user interface which had to be user-friendly. Indeed, owner user interfaces are often complicated. It has to be approachable to offer wide tools depending on users fields. As part of our thematic, we can limit interactions with the user and focus on targeted uses on simulation. We can also see the immersion view uses as the stereoscopy, technique underused in actual GIS

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Kecir, Abd-El-Karim. "Performance evaluation of urban rail traffic management techniques." Thesis, Rennes 1, 2019. http://www.theses.fr/2019REN1S026/document.

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Le trafic ferroviaire urbain est quotidiennement sujet à des perturbations qui le dévient de son comportement nominal. Afin de minimiser l'impact de ces perturbations, les opérateurs ferroviaires usent de diverses techniques. Nonobstant leur efficacité, les performances de ces techniques ne sont généralement pas bien étudiées ni sont-elles optimales, car élaborées empiriquement. C'est dans ce cadre-ci que vient cet ouvrage fournir des solutions qui permettent d'évaluer ces techniques de régulation et d'en comparer les performances dans des contextes variés. L’approche proposée se base sur des variantes de réseaux de Petri comme modèles et sur la méthode de Monte-Carlo pour en simuler l’exécution. Cette combinaison a donné naissance à SIMSTORS, un outil de simulation pour les systèmes ferroviaires urbains, et plus généralement, pour les systèmes stochastiques régulés. Additionnellement, nous nous intéressons dans cette thèse à la problématique de la réalisabilité des tables horaires qui pilotent le trafic ferroviaire. Ces tables décrivent le comportement temporel désiré des systèmes pour lesquels elles sont conçues. Or, la construction de ces tables ne garantit pas toujours sa réalisabilité, notamment dans un contexte stochastique. Ainsi, nous proposons ici une méthode permettant de vérifier si une table horaire est bien réalisable avec une probabilité strictement positive
Urban rail traffic is subject to numerous disrupting events that drift it from its nominal behavior. In order to minimize the impact of these disturbances, rail operators rely on a set of techniques. Despite their efficiency, performances of theses techniques are rarely well studied, nor are they of proven optimality; a direct consequence of them being empirically built. It is in this particular context that comes our work to provide solutions that allow for the evaluation of such techniques and for the comparison of their relative performances in various scenarios. The proposed approach is based on variants of Petri nets as models, and on the Monte-Carlo method for the simulation of their execution. This combination has led to the development of SIMSTORS, a tool for the simulation of urban rail systems, and more generally, stochastic systems under dynamic rescheduling. Additionally, this thesis addresses the question of timetable realizability; that is whether or not a given timetable is indeed realizable by a system for which it was built. Indeed, a timetable is meant to drive the behavior of a system but there is no guarantee as to its realizability. We therefore propose a method for the verification of the realizability of timetables with a strictly positive probability

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Zhou, Yi. "The macroscopic fundamental diagram in urban network: analytical theory and simulation." Thesis, Georgia Institute of Technology, 2013. http://hdl.handle.net/1853/49111.

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The Macroscopic Fundamental Diagram (MFD) is a diagram that presents a relationship between the average flow (production) and the average density in an urban network. Ever since the existence of low scatter MFD in urban road network was verified, significant efforts have been made to describe the MFD quantitatively. Due to the complexity of the traffic environment in urban networks, an accurate and explicit expression for the MFD is not yet developed and many recent research efforts for MFD rely on computer simulations. On a single corridor, an analytical approximation model for the MFD exists. However, this thesis expanded this theory in two directions. First, we specialize the method for models with equal road length on the corridor, which greatly reduces the complexity of the method. We introduce the adoption of seven straight cuts in approximation. Computer simulations are conducted and show a high compatibility with the approximated results. However the analytical approximation can only be applied with the assumption of constant circulating vehicles in the system without turnings and endogenous traffics. Secondly, we show that turnings and endogenous traffic can bring various impact on the shape of the MFD, the capacity, the critical density, the variance in density and cause a phenomenon of clustered traffic status along the MFD curve. Furthermore, the simulation using stochastic variables reveals that the variance in turning rates and endogenous traffic don’t have significant impact on the MFD. This discovery enables studies to focus on scenarios with deterministic parameters for those factors. While traditional objective of engineering for network is to maximize capacity and widen the range for the maximum capacity, our results indicate that traffic stability at the maximum performance is poor if the system does not stay constantly in equilibrium status. This thesis provides insights into the factors that affect the shape of the MFD by analytical approximation and simulation.

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Aquino, Eduardo AraÃjo de. "ValidaÃÃo do modelo mesoscÃpico de trÃfego do scoot para o desenvolvimento de redes viÃrias urbanas microssimuladas." Universidade Federal do CearÃ, 2012. http://www.teses.ufc.br/tde_busca/arquivo.php?codArquivo=11054.

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One of the main difficulties in the development of urban traffic microsimulation models is the collection of traffic data for calibration and validation. However, the city of Fortaleza has an important mesosimulation tool that, in addition to controlling urban traffic in real time, estimates traffic variables: the well-known SCOOT system. This system, implemented in cities around the world, controls and estimates traffic in the densest urban area of Fortaleza, based on the continuous detection of vehicle occupation on its more than 900 detectors spread throughout the city. However, because these data are simulated, they require validation before being used. The main aim of this work was to develop and implement a methodology to validate the mesoscopic simulation model of SCOOT, so its data can be used in the development of traffic microsimulation models, having as a case-study the system operating in Fortaleza. Based on experiments, the effects of two factors in the estimation error were investigated: the calibration of the parameter SATO, and the average travel time between the loop detector and the stop-bar. The results show that these two factors affect the quality of the prediction of volume, delay and number of vehicle-stops. These results contribute with a validation methodology that allows a better use of the data provided by SCOOT.
Um das maiores dificuldades na construÃÃo de redes viÃrias urbanas microssimuladas reside na coleta dos dados de trÃfego para as fases de calibraÃÃo e validaÃÃo. PorÃm, a cidade de Fortaleza dispÃe de uma importante ferramenta de mesossimulaÃÃo que, alÃm de controlar o trÃfego urbano em tempo real, estima indicadores de trÃfego: sistema SCOOT â Split Cycle Offset Optmisation Technique. Este sistema, implantado em vÃrias cidades do mundo, controla e modela o trÃfego na regiÃo mais adensada da Ãrea urbana de Fortaleza, baseando-se na coleta contÃnua de ocupaÃÃo veicular sobre os seus mais de 900 laÃos detectores espalhados pela cidade. No entanto, por se tratar de valores simulados, carecem de verificaÃÃo antes de serem utilizados. O objetivo geral deste trabalho Ã desenvolver e implementar uma metodologia para validaÃÃo do modelo de simulaÃÃo mesoscÃpica do SCOOT, tendo em vista o uso de seus dados no desenvolvimento de modelos de microssimulaÃÃo do trÃfego, tendo como estudo de caso o sistema em operaÃÃo em Fortaleza. Por meio de experimentos, foram investigados os efeitos de dois fatores no erro de estimaÃÃo: a calibraÃÃo do parÃmetro SATO e o tempo de percurso mÃdio entre o laÃo detector e a faixa de retenÃÃo. Os resultados mostram que estes dois fatores afetam a qualidade da modelagem das variÃveis volume, atraso veicular e nÃmero de paradas. Os resultados desta pesquisa contribuem no sentido de oferecer uma metodologia de validaÃÃo que permita um melhor uso dos dados fornecidos pelo SCOOT.

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Wang, Carter (Carter Robert Ren-Deh). "Urban transportation networks : analytical modeling of spatial dependencies and calibration techniques for stochastic traffic simulators." Thesis, Massachusetts Institute of Technology, 2013. http://hdl.handle.net/1721.1/82859.

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Thesis (S.M. in Transportation)--Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2013.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 79-82).
Exact numerical evaluation of the stationary joint queue-length distribution of a Markovian finite capacity network with arbitrary size and topology can be obtained numerically. Nonetheless, the main challenge to such an approach remains the dimensionality of the joint distribution, which is exponential in the number of queues. This thesis proposes an analytical approximation of the joint distribution with a dimension that is linear in the number of queues. The method decomposes the network into overlapping subnetworks. The state of each subnetwork is described aggregately, i.e. in terms of a reduced state space, while ensuring consistency with the disaggregate, i.e., full state space, distribution. This aggregation-disaggregation technique is proposed for the analysis of Markovian tandem finite capacity queueing networks. The model is validated. We present its use to address an urban traffic control problem, and show the added value of accounting for higher-order spatial between-queue dependency information in the control of congested networks. A second, distinct goal of this thesis is to examine the calibration of route choice parameters in microscopic traffic simulators. Automatically calibrating simulators using traffic counts requires describing the relationship between route choice and traffic flows. This thesis proposes an analytical finite capacity queueing model that accounts for the relationship between route choice and traffic flows. The method is embedded in a simulation-based optimization framework and applied to a calibration problem.
by Carter Wang.
S.M.in Transportation

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Qian, Gongbin. "Effectiveness of eco-driving during queue discharge at urban signalised intersections." Thesis, Queensland University of Technology, 2013. https://eprints.qut.edu.au/65352/1/Gongbin_Qian_Thesis.pdf.

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This research investigated the effectiveness of using an eco-driving strategy at urban signalised intersections from both the individual driver and the traffic flow perspective. The project included a field driving experiment and a series of traffic simulation investigations. The study found that the prevailing eco-driving strategy has negative impacts on traffic mobility and environmental performance when the traffic is highly congested. An improved eco-driving strategy has been developed to mitigate these negative impacts.

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Liu, Bernice. "EVALUATING URBAN DOWNTOWN ONE-WAY TO TWO-WAY STREET CONVERSION USING MICROSCOPIC TRAFFIC SIMULATION." DigitalCommons@CalPoly, 2019. https://digitalcommons.calpoly.edu/theses/2113.

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Located in the heart of Silicon Valley, Downtown San Jose is attracting new residents, visitors, and businesses. Clearly, the mobility of these residents, visitors, and businesses cannot be accommodated by streets that focus on the single-occupancy automobile mode. To increase the potential for individuals to use non-single-occupancy modes of travel, the downtown area must have a cohesive plan to integrate multimodal use and public life. Complete streets are an integral component of the multi-modal transport system and more livable communities. Complete streets refer to roads designed to accommodate multiple modes, users, and activities including walking, cycling, transit, automobile, and nearby businesses and residents. A one-way to two-way street conversion is an example of a complete streets project. Similarly, tactical urbanism can provide cost-effective modifications (e.g., through temporary road closures for events like the farmers’ market) that enrich the public life in an urban environment. The ability to serve current and future transportation needs of residents, businesses and visitors through the creation of pleasant, efficient, and safe multimodal corridors is a guiding principle of a smart city. This research project addressed questions that guide the implementation of this overarching principle. These questions relate to travel patterns and potential network impacts of the conversion of the corridor(s) into complete streets. Towards that end, core network in downtown San Jose is simulated via a validated VISSIM model for 2015 traffic conditions (i.e., the base case or Scenario 0). Three scenarios are then modeled as variations to this model. The relevant model outputs from the base and scenario models provide easily digestible information the City can convey various impacts and trade-offs to partners and stakeholders prior to implementation of these plans. The scenarios modeled are based on stakeholder input. Microsimulation allows for detailed modeling and visualization of the transportation networks including movements of individual vehicles and pedestrians. The results based on 2040 traffic volumes provided by the city based on their long-range travel demand model clearly demonstrate that the existing network cannot support the projected level of travel demand. It indicates that the city needs an aggressive travel demand management program to curb the growth of automobile traffic. The output also includes 3-D animations of the traffic flow that can be used in public forums for community outreach. A discussion for such a campaign based on best practices around using these visualizations for public outreach is also provided. Located in the heart of Silicon Valley, Downtown San Jose is attracting new residents, visitors, and businesses. Clearly, the mobility of these residents, visitors, and businesses cannot be accommodated by streets that focus on the single-occupancy automobile mode. To increase the potential for individuals to use non-single-occupancy modes of travel, the downtown area must have a cohesive plan to integrate multimodal use and public life. Complete streets are an integral component of the multi-modal transport system and more livable communities. Complete streets refer to roads designed to accommodate multiple modes, users, and activities including walking, cycling, transit, automobile, and nearby businesses and residents. A one-way to two-way street conversion is an example of a complete streets project. Similarly, tactical urbanism can provide cost-effective modifications (e.g., through temporary road closures for events like the farmers’ market) that enrich the public life in an urban environment. The ability to serve current and future transportation needs of residents, businesses and visitors through the creation of pleasant, efficient, and safe multimodal corridors is a guiding principle of a smart city. This research project addressed questions that guide the implementation of this overarching principle. These questions relate to travel patterns and potential network impacts of the conversion of the corridor(s) into complete streets. Towards that end, core network in downtown San Jose is simulated via a validated VISSIM model for 2015 traffic conditions (i.e., the base case or Scenario 0). A number o Threef scenarios are then modeled as variations to this model. The relevant model outputs from the base and scenario models provide easily digestible information the City can convey various impacts and trade-offs to partners and stakeholders prior to implementation of these plans. The scenarios modeled are based on stakeholder input. Microsimulation allows for detailed modeling and visualization of the transportation networks including movements of individual vehicles and pedestrians. The results based on 2040 traffic volumes provided by the city based on their long-range travel demand model clearly demonstrate that the existing network cannot support the projected level of travel demand. It indicates that the city needs an aggressive travel demand management program to curb the growth of automobile traffic. The output also includes 3-D animations of the traffic flow that can be used in public forums for community outreach. A discussion for such a campaign based on best practices around using these visualizations for public outreach is also provided.

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Hyink, Jeffrey F. "Mobile sensor networks a discrete event simulation of WMD threat detection in urban traffic schemes." Thesis, Monterey, Calif. : Naval Postgraduate School, 2007. http://bosun.nps.edu/uhtbin/hyperion.exe/07Mar%5FHyink.pdf.

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Zernis, Rudolfs. "Modelling urban traffic congestion due to construction transports - The Case of Norrköping." Thesis, Linköpings universitet, Kommunikations- och transportsystem, 2021. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-177545.

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Störningsfri stad is an ongoing research project in Norrköping with the aim to create a planning system that shows the impact on the city caused by construction project related logistic activities. Based on the general idea that construction sites create disturbances within a city the thesis evaluates how it is possible to model excess congestion caused by construction transport and trips. Other part of thesis focuses of the application of construction logistic solutions and their respective impact on the congestion. To deal with the stated problem, a case is created Case Norrköping. It involves the preparation of datasets that describe travel patterns for HGV and workers going to and from construction sites. Case Norrköping is based on six construction sites located in Norrköping. Construction sites have an estimated demand of transports. For that reason, three reference values are created. Reference values are given as the number of HGV serving all sites 152, 458, 1404 number of vehicles during one working day. To create OD-matrices for the HGV trips, six supplier locations are used. Resulting datasets describe in detail how and when HGV and workers arrive at the construction sites. The actual modelling of congestion effects is done in traffic simulation framework MATSim. An existing Norrköping MATSim model is used and combined with the datasets created in Case Norrköping. Output of simulation is potential congestion effect on car traffic in Norrköping. Case Norrköping is evaluated by changing the number of involved sites. Results show that construction transports contribute to increased congestion levels. Absolute increase of congestion is not significant for scenario 152 HGV. Scenarios 458 and 1404 HGV do show noticeable increases in congestion, especially during peak hour periods. Finally, construction logistic solutions are applied to Case Norrköping to evaluate the impact on congestion level. Different HGV arrival schedules at construction sites are applied. Result of logistic solution application shows that congestion levels can be decreased if peak-hour avoidance is considered in construction transport planning. Even constant arrival rate compared to present arrival rate in Case Norrköping can provide a minor decrease in congestion levels. The gains of applying logistic become more distinct with larger number of HGV. At high HGV demand such as scenario 1404 HGV, total delay hours can be decreased between 20 and 40 percent with a suitable construction logistic solution.

Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet

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Magne, Laurent. "Commande optimale décentralisée du trafic urbain." Toulouse, ENSAE, 2001. http://www.theses.fr/2001ESAE0001.

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Ce mémoire traite de la commande du trafic routier par les feux. À partir de données sur les flux, les méthodes hors ligne construisent des plans de feux caractérisés par un cycle, des durées de vert et des décalages entre carrefours. Les méthodes en ligne peuvent adapter ces paramètres en fonction de mesures. Cette thèse applique des techniques d’estimation d’état, de prédiction et d’optimisation, à la commande décentralisée du trafic urbain. Le modèle proposé vise à estimer l’état et à prédire le temps perdu sur un horizon. On montre que, si on surestime les queues, la stabilité de l’estimation est assurée par l’optimisation de la commande. Les arrivées sont calculées, à partir de données communiquées par des carrefours amonts et de mesures pouvant être filtrées en tenant compte des incertitudes de vitesse et de destination. Les départs tiennent compte des conséquences, sur l’écoulement de chaque voie, des conditions de trafic en aval. L’optimisation d’un critère qui considère les temps perdus des chaînons pondérés en fonction de leur saturation ou de la présence de véhicule prioritaire, est réalisé en deux temps : En regroupant les feux en phases et en utilisant que les phases permettant l’obtention du cycle minimal, l’espace de recherche est réduit avec une faible perte d’optimalité ; Profitant de la commande obtenue à la période d’échantillonnage précédente et d’une propagation des contraintes, un algorithme par séparation – évaluation rend possible l’optimisation en temps réel. Des essais en simulation dans différentes configurations, montrent que le modèle est robuste vis-à-vis des incertitudes. Ainsi, l’effet d’une erreur de l’ordre de 20% sur les pourcentages directionnels ou de 10km/h sur la vitesse libre est corrigé par filtrage. La modélisation des élargissements permet de réduire de 2 à 22% les temps de parcours. Pour des réseaux la stabilité de l’estimation est assurée même en conditions saturées et les véhicules prioritaires peuvent être favorisés.

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Chevrolet, Dominique. "Deux études de transport urbain : ordonnancement des phases d'un carrefour, modèles désagrégés de déplacements dans l'agglomération grenobloise." Phd thesis, Grenoble 1, 1986. http://tel.archives-ouvertes.fr/tel-00321160.

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La première partie de la thèse est consacrée au problème de la gestion des feux tricolore d'un carrefour, et la deuxième partie s'inscrit dans le cadre plus général de la modélisation des déplacements urbains

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Al-Anazi, F. K. "Vehicle journey time and delay on major urban highways : Vehicle movement on urban highways is examined by means of a computer simulation model, the effects of signal timing and pedestrian crossings are considered." Thesis, University of Bradford, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.234736.

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Bailey, Nathaniel Karl. "Simulation and queueing network model formulation of mixed automated and non-automated traffic in urban settings." Thesis, Massachusetts Institute of Technology, 2016. http://hdl.handle.net/1721.1/107069.

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Thesis: S.M. in Transportation, Massachusetts Institute of Technology, Department of Civil and Environmental Engineering, 2016.
Cataloged from PDF version of thesis.
Includes bibliographical references (pages 41-43).
Automated driving is an emerging technology in the automotive industry which will likely lead to significant changes in transportation systems. As automated driving technology is still in early stages of implementation in vehicles, it is important yet difficult to understand the nature of these changes. Previous research indicates that autonomous vehicles offer numerous benefits to highway traffic, but their impact on traffic in urban scenarios with mixed autonomous and non-autonomous traffic is less understood. This research addresses this issue by using microscopic traffic simulation to develop understanding of how traffic dynamics change as autonomous vehicle penetration rate varies. Manually driven and autonomous vehicles are modeled in a simulation environment with different behavioral models obtained from the literature. Mixed traffic is simulated in a simple network featuring traffic flowing through an isolated signalized intersection. The green phase length, autonomous vehicle penetration rate, and demand rate are varied. We observe an increase in network capacity and a decrease in average delay as autonomous vehicle penetration rate is increased. Using the results of the simulation experiments, an existing analytical network queueing model is formulated to model mixed autonomous and non-autonomous urban traffic. Results from the analytical model are compared to those from simulation in the small network and the Lausanne city network, and they are found to be consistent.
by Nathaniel Karl Bailey.
S.M. in Transportation

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Mahbub, S. M. Parvez Bin. "Impact of urban traffic and climate change on water quality from road runoff." Thesis, Queensland University of Technology, 2011. https://eprints.qut.edu.au/47139/1/Parvez_Mahbub_Thesis.pdf.

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Urban traffic and climate change are two phenomena that have the potential to degrade urban water quality by influencing the build-up and wash-off of pollutants, respectively. However, limited knowledge has made it difficult to establish any link between pollutant buildup and wash-off under such dynamic conditions. In order to safeguard urban water quality, adaptive water quality mitigation measures are required. In this research, pollutant build-up and wash-off have been investigated from a dynamic point of view which incorporated the impacts of changed urban traffic as well as changes in the rainfall characteristics induced by climate change. The study has developed a dynamic object classification system and thereby, conceptualised the study of pollutant build-up and wash-off under future changes in urban traffic and rainfall characteristics. This study has also characterised the buildup and wash-off processes of traffic generated heavy metals, volatile, semi-volatile and non-volatile hydrocarbons under dynamic conditions which enables the development of adaptive mitigation measures for water quality. Additionally, predictive frameworks for the build-up and wash-off of some pollutants have also been developed.

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Ramadhan, Rawan. "Comparison of Single Point Urban Interchange and Diverging Diamond Interchange Through Simulation." University of Dayton / OhioLINK, 2019. http://rave.ohiolink.edu/etdc/view?acc_num=dayton1557316913678785.

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Buisson, Jocelyn. "Un modèle d'environnement pour la simulation multi-agents des déplacements en milieu urbain." Thesis, Belfort-Montbéliard, 2014. http://www.theses.fr/2014BELF0252/document.

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La simulation constitue une approche majeure pour la conception, le développement, l’analyse et l’évolution des systèmes urbains. Dans le contexte de cette thèse, nous nous intéressons à la modélisation et à la simulation des déplacements de flux (piéton, véhicule, cycle) au sein d’environnements urbains. Le contexte industriel dans lequel s’inscrit également cette thèse impose de considérer les déplacements de chaque entité dans un univers modélisé en trois dimensions. Nous proposons d’aborder les nombreux défis scientifiques et technologiques en modélisant les flux sous la forme d’entités autonomes appelées agents. La simulation orientée-agent nécessite de définir trois mécanismes principaux : le comportement des agents, leurs interactions avec les autres agents et leurs interactions avec l’environnement dans lequel ils évoluent. Ce dernier modélise la structure du monde ainsi que sa dynamique endogène. Malheureusement, il reste difficile de trouver des modèles d’environnement répondant aux différentes problématiques scientifiques et technologiques abordées dans cette thèse. Par conséquent, nous proposons un modèle d'environnement, nommé HEDGE (HEterogenous Dual Graph Environment). Il est basé sur une décomposition de l’environnement en zones reliées par des liens de navigation et de perception. Cette structure de graphe est au centre de notre modèle. Elle a été conçue pour permettre une modélisation naturelle de l’environnement et une simulation efficace du système constitué par cet environnement et les agents. Les missions et les processus dynamiques de l’environnement sont modélisés à l’aide de mécanismes inspirés des lois de la Physique. Les actions fournies par les agents et par les algorithmes calculant la dynamique endogène de l’environnement sont des forces à appliquer aux objets du monde. Un modèle de détection et de résolution de conflits entre ces forces est utilisé afin de garantir un état cohérent du modèle de l’environnement. Dans la dernière partie de cette thèse, nous illustrons l’utilisation du modèle HEDGE dans le cadre de deux projets d’aménagement de la ville de Belfort et de sa communauté d’agglomérations Le produit de l’application de ce modèle est utilisé à des fins d’études techniques (études préliminaires, avant-projet), de communication (concertations et débats publics) et de promotion (expositions, valorisation) sous la forme de logiciels interactifs en 3D
Simulation constitutes a major approach for the conception, development, analysis and evolution of urban systems. This thesis focusses on the modeling and simulation of movements (pedestrian, vehicle, cycle) within urban environments. The industrial context associated with this thesis requires to consider the movements of each entity in a three dimensional universe. In this thesis, we propose to address the scientific and technological challenges by using autonomous entities, called agents, to model the individuals. In agent-based simulation three elements must be defined: the agent behaviors, their interactions with other agents, and with the environment. The environment models the structure of the world and its endogenous dynamics. Unfortunately, it is still difficult to find an environment model that answers all the different scientific and technological problems addressed in this thesis. Consequently, an environment model named HEterogenous Dual Graph Environment (or HEDGE) is proposed. The HEDGE model is based on a decomposition of the environment using zones that are linked with navigation and perception links. This graph structure is at the center of our model. It is designed to “naturally” model the environment, and it allows an efficient simulation of the system composed of the environment and the agents. The environment’s missions and dynamic processes are modeled using mechanisms, which are inspired by the laws of Physics. The actions provided by the agents and the endogenous dynamics algorithms correspond to physical forces to apply to objects in the world. A model of conflict detection and resolution between those forces is used to ensure the coherence of the environment model state. In the last part of this thesis, the HEDGE model is used in the context of two urban planning projects in the city of Belfort, and its metropolitan area. The product of this model’s application is used in the context of technical studies (preliminary studies, pre-project), communication (consultation and public debates) and promotion (exposition, valorization) in the form of interactive 3D software

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Tong, C. O. (Chung On) 1945. "A schedule-based transit network model." Monash University, Dept. of Civil Engineering, 1986. http://arrow.monash.edu.au/hdl/1959.1/7935.

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Emery, Justin. "La ville sous électrodes : de la mesure à l'évaluation de la pollution atmosphérique automobile. : vers une simulation multi-agents du trafic routier en milieu urbain." Thesis, Dijon, 2016. http://www.theses.fr/2016DIJOL018/document.

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À partir des enquêtes, le trafic n’est pas une donnée, mais il est plutôt construit à partir d’hypothèses portant sur les relations entre des origines et des destinations. En vue de reconstruire un trafic routier plus proche de la mesure, et sur un ensemble de tronçons routiers plus important, il apparait alors intéressant de partir de données de comptages issues de capteurs urbains. Notre postulat de départ part de ce constat. L’insertion de ces données d’observations du trafic routier fournit l’opportunité d’expérimenter les potentiels d’exploitations des capteurs pour estimer les niveaux de Pollution Atmosphérique Automobile (PAA) à l’échelle intraurbaine. Cependant, il est alors nécessaire de modifier la nature de la mesure en vue d’extraire une information sur la circulation routière, ce qui a été envisagé ici à travers la construction d’un modèle de simulation multi-agents. D’une manière plus générale, en partant de la donnée, c’est une démarche de construction de la connaissance sur les émissions de PAA qui est abordée tout au long de ce travail. La mise en œuvre de la démarche de modélisation SCAUP (Simulation multi-agents à partir de Capteurs Urbains pour la Pollution atmosphérique automobile) a été réalisée en trois temps : 1. En se focalisant sur les dispositifs de quantification du trafic routier à travers les capteurs urbains ; 2. En proposant une démarche de modélisation et de simulation de ces données pour le trafic routier ; 3. En se rattachant aux référentiels nationaux utilisés par les AASQA pour le calcul des émissions de PAA. L’ensemble se lie et s’intègre au sein d’une matrice technique qui constitue la colonne vertébrale de ce manuscrit à travers trois dispositifs interdépendants : la quantification, la modélisation et l’évaluation. Ce travail s’inscrit dans une démarche expérimentale de simulation du trafic routier pour le calcul des émissions de PAA. Parrainé par l’AASQA locale ATMOSF’AIR BOURGOGNE, il s’inscrit aussi dans une optique de recherche appliquée en appui de ces organismes en charge de la surveillance de la qualité de l’air. À l’heure où le big data entre dans de nouveaux questionnements quant aux capacités des chercheurs à en extraire une connaissance, nous proposons une démarche géographique en vue de replacer la donnée au centre d’une démarche de simulation originale du trafic routier (data-driven)
Based on surveys, traffic is constructed from assumptions about the relationship between origins and destinations. In order to rebuild a road traffic wich would be closer to observation and on a wider set of road sections, it appears interesting to use counting data from urban sensors : this is our starting point of view. The insertion of these in-situ dataset in the road traffic measurement provides the opportunity to experience the potential of sensors to estimate Traffic Air Pollution (TAP) levels at the intraurban scale. However, this requires to change the nature of these estimation, here through the construction of a model of multi-agents simulation, in order to extract more information on the road traffic. More generally, this work can be seen as a a knowledge building approach on TAP emisssions which is discussed throughout this work. The implementation of the SCAUP (multi-agent simulation from Urban sensors for traffic air pollution) approach was developped in three stages: 1. Focusing on the quantification of road traffic devices through urban sensors; 2. Proposing a modeling approach for road traffic data simulation ; 3. Using as a reference the national framework used by AASQA to calculate RTA emissions. All is integrated within a technical matrix that forms the spine of the manuscript through three interrelated systems: quantification, modeling and evaluation. This work is part of an experimental approach dedicated to the calculation of TAP emissions based on traffic simulations. Sponsored by the ATMOSF’AIR BOURGOGNE local AASQA, this work could also be used in an operational mode for these organizations in charge of the air quality monitoring. At a time when the big data enters into new questions about the ability of researchers to extract knowledge, we propose a geographical approach that enables to replace the data in the center of an original road traffic simulation approach (data- driven)

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Klein, Achim. "Annoyance indicators for various urban road vehicle pass-by noises and urban road traffic noise combined with tramway noise." Thesis, Vaulx-en-Velin, Ecole nationale des travaux publics, 2015. http://www.theses.fr/2015ENTP0002/document.

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La pollution sonore est un problème majeur pour les résidents des zones urbaines. La directive Européenne 2002/49/CE impose aux états membres l’établissement de cartes de bruit. Ces dernières sont construites sur la base de l’indice énergétique Lden, également utilisé dans les relations dose-effet établies pour prédire la gêne. Toutefois, pour l’évaluation de la gêne due au bruit dans les zones urbaines, la pertinence de cet indice est souvent remise en question. En effet, de nombreuses études ont montré que les caractéristiques temporelles et spectrales des bruits environnementaux influencent aussi les réponses de gêne et ne sont pas prises en compte dans cet indice. Cette thèse vise à contribuer à l’amélioration de la caractérisation de la gêne due au bruit des véhicules routiers en ville. Elle est basée sur des expériences réalisées en laboratoire. Elle comprend deux parties principales. La première partie a comme objectif de progresser sur la caractérisation physique et perceptive du bruit des passages de divers véhicules routiers en milieu urbain tels que les bus, les deux-roues motorisés, les poids lourds et les véhicules légers. Une attention particulière a été portée sur la caractérisation de la gêne due aux deuxroues motorisés qui sont cités parmi les véhicules routiers les plus gênants et sont peu étudiés dans la littérature. Dans cette perspective, un indicateur acoustique caractéristique de la gêne due au bruit routier urbain a été déterminé : il rend compte de différents attributs auditifs gênants en associant la sonie, un indice spectral et deux indices de modulation proposés dans le cadre de ces travaux. Dans les zones urbaines, les riverains sont souvent exposés à la circulation routière en présence d’autres sources de bruit de l’environnement. L’objectif principal de la deuxième partie est la prédiction de la gêne totale due au bruit du trafic routier urbain combiné avec le bruit de tramway. Dans le but de caractériser la gêne totale, les phénomènes perceptifs liés à la combinaison de ces bruits sont tout d’abord étudiés. Ensuite, l’indicateur proposé précédemment pour caractériser la gêne due au bruit des passages de différents véhicules routiers est testé lorsque différents trafics routiers urbains sont considérés. Sur la base de ces résultats, des modèles permettant de caractériser la gêne due au bruit de trafic routier urbain combiné au bruit de tramway ont été proposés
Noise pollution is a major concern for residents of urban areas. To date, the European directive 2002/49/CE requires member states to represent community noise through noise maps. These are produced using the Lden (day-evening-night level) index which is also employed for dose-effect relationships in noise annoyance prediction. However, for the assessment of noise annoyance in urban areas, its relevance is often questioned. Numerous studies have shown that noise annoyance due to community noise is not solely based on the sound pressure level and other acoustical signal characteristics such as temporal and spectral features influence noise annoyance ratings. This thesis aims to improve the assessment of noise annoyance due to various road vehicle noises in cities. It is based on experiments carried out in laboratory conditions and comprises two main parts. The first addresses the enhancement of the physical and perceptual characterization of annoyance due to various urban road vehicle pass-by noises, such as buses, poweredtwo- wheelers, heavy vehicles and light vehicles. A specific focus is put on the characterization of annoyance due to powered-two-wheelers which are among the most annoying road vehicles and studied little in the existing literature. An indicator accounting for annoyance-relevant auditory attributes of urban road vehicle pass-by noises is determined: it comprises loudness, a spectral index and two modulation indices proposed in this work. In urban agglomerations, people are often exposed to road traffic in presence of a variety of other environmental noise sources. The focal point of the second part is on the prediction of total annoyance due to urban road traffic noise combined with tramway noise. In the aim of adequately characterizing total annoyance, first the perceptual phenomena involved in annoyance due to the combination of the sources are studied. Furthermore, the analysis allows for the testing of the proposed noise annoyance indicator for the characterization of urban road traffic noise. To characterize annoyance due to tramway noise, an indicator determined in a recent study is employed. Based on these indicators and the findings regarding perceptual phenomena, models for the prediction of total annoyance due to combined urban road traffic and tramway noise are proposed

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Norhidayah, Binti Abdull. "Model Simulation and Health Risk Assessment on Traffic-Induced Air Pollution in Urban Environments：A Case Study of Kyoto City, Japan." Doctoral thesis, Kyoto University, 2020. http://hdl.handle.net/2433/259034.

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京都大学
0048
新制・課程博士
博士(工学)
甲第22766号
工博第4765号
新制||工||1745(附属図書館)
京都大学大学院工学研究科都市環境工学専攻
(主査)教授米田稔, 教授高野裕久, 准教授藤森真一郎
学位規則第4条第1項該当
Doctor of Philosophy (Engineering)
Kyoto University
DFAM

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Mariotte, Guilhem. "Dynamic Modeling of Large-Scale Urban Transportation Systems." Thesis, Lyon, 2018. http://www.theses.fr/2018LYSET010/document.

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La congestion en milieu urbain est un enjeu majeur que ce soit d’un point vue économique, social ou environnemental. À court et moyen terme, l’utilisation de la simulation dynamique du trafic routier peut permettre d’analyser et de guider des politiques d’optimisation des infrastructures existantes. Aujourd’hui, du fait de la complexité des systèmes de transport, les outils de modélisation classiques sont limités à des échelles géographiques peu étendues (de l’ordre du quartier). À grande échelle, le temps de calcul devient rapidement un facteur limitant tout comme le calibrage et la scénarisation. Néanmoins les dernières décennies ont vu l’apparition d’une nouvelle génération de modèles bien adaptés aux métropoles urbaines. Ceux-ci sont basés sur une relation phénoménologique entre la production de déplacements et le nombre de véhicules dans une zone spatiale d’un réseau routier, appelée Diagramme Fondamental de Zone (Macroscopic Fundamental Diagram, MFD). Cette relation, validée empiriquement sur de nombreuses villes, a permis d’étudier différentes méthodes de contrôle du trafic pour une ville entière, mais a été peu utilisée à des fins de prévision de la congestion. L’objectif de cette thèse est de proposer un premier outil opérationnel de simulation et d’analyse des grands réseaux de métropoles, en utilisant et développant les modèles de trafic basés sur la relation MFD. Cet outil doit posséder un cadre théorique cohérent qui puisse convenir à des applications telles que la prévision d’états de trafic, le développement de nouvelles politiques de contrôle, l’estimation de pollutions liées au trafic, etc. Les contributions de la thèse portent sur deux aspects. Le premier est l’analyse des propriétés mathématiques et physiques des modèles existants, en incluant une formalisation complète de la gestion de plusieurs longueurs de parcours au sein d’une même zone urbaine. En particulier, cette formalisation traite de la distinction des trajets internes à la zone et des problèmes de flux convergents et divergents pour les trajets traversant la zone lorsque la congestion se propage d’une zone à l’autre. Le deuxième aspect est la proposition d’un nouveau modèle basé sur la distance individuelle parcourue à l’intérieur d’une zone urbaine (trip-based). Cette approche permet d’individualiser les usagers (auparavant représentés sous forme de flux continus) et donc de définir plus finement leurs caractéristiques, en vue de coupler leurs déplacements à des modèles d’affectations sur différentes routes. Enfin, des exemples d’application illustrant diverses collaborations sont donnés en dernière partie de la thèse. La simulation du trafic sur l’aire urbaine du Grand Lyon (France) y est présentée, ainsi que de nouveaux modules de modélisation de la recherche de parking ou de contrôle périphérique. Cette thèse est partie intégrante d’un projet européen ERC intitulé MAGnUM : Approche multi-échelle et multimodale de la modélisation du trafic pour une gestion durable de la mobilité urbaine
Congestion in urban areas has become a major issue in terms of economic, social or environmental impact. For short or mid term, using dynamic road traffic simulation can help analyzing and providing guidelines to optimization policies of existing infrastructures. Today, because of the complexity of transport systems, classical modeling tools are limited to small geographical areas (of a district size). Computational time, together with simulation calibration, are notably very constraining at large scales. However, a new generation of models designed for metropolitan areas has arisen over the past decades. These models are based on a phenomenological relationship between travel production and the number of vehicles in a given spatial area of a road network, known as the Macroscopic Fundamental Diagram (MFD). This relationship, supported by empirical evidences from several cities around the world, has allowed the study of different traffic control schemes at a whole city scale, but was rarely used for traffic state forecasting. The aim of this PhD is to propose an efficient modeling tool, based upon the concept of MFD, to simulate and analyze traffic states in large metropolitan areas. The theoretical framework of this tool must be consistent and applicable for traffic state forecasting, development of new control policies, traffic emission estimation, etc. There are two major contributions in this PhD. The first one is analyzing the mathematical and physical properties of existing models, and formalizing the dynamics of several trip lengths inside the same urban zone. In particular, this formalization distinguishes between internal trips and trips crossing the zone. Flow merging and diverging issues are also addressed when congestion propagates from one zone to another. The second contribution is proposing a new trip-based model based on individual traveled distance. This approach allows to treat users independently (previously represented with continuous flows), and thus to define their characteristics more precisely to couple their trips with assignment models on different paths. Finally, examples of application from various collaborations are given in the last part of this thesis. It includes a simulation study of the Grand Lyon urban area (France), as well as new modules to simulate search-for-parking or perimeter control. This PhD is part of a European ERC project entitled MAGnUM: Multiscale and Multimodal Traffic Modeling Approach for Sustainable Management of Urban Mobility

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Pozzetti, Paulo Henrique. "Analise de simulação de cruzamento semaforizado." [s.n.], 2002. http://repositorio.unicamp.br/jspui/handle/REPOSIP/257949.

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Orientador: Regina Coeli Ruschel
Dissertação (mestrado) - Universidade Estadual de Campinas, Faculdade de Engenharia Civil
Made available in DSpace on 2018-08-03T15:07:52Z (GMT). No. of bitstreams: 1 Pozzetti_PauloHenrique_M.pdf: 12770381 bytes, checksum: d6fce90f00c39040e03c0b8a9aa801ed (MD5) Previous issue date: 2002
Resumo: Da concorrência entre os elementos participantes do sistema de circulação surgem os conflitos, que em seus maiores graus de severidade se transformam em acidentes de trânsito. Estes acidentes devem ser analisados sobre diversos pontos de vista para que sua compreensão possa ajudar em medidas corretivas. Este trabalho visa identificar a influência de painéis dinâmicos de propaganda no tempo de percepção e reação do motorista, na visualização do conjunto semafórico, em cruzamentos com altos Índices de acidentes na cidade de São Paulo, através de simulação animada em 2D em ambiente computacional. Através dos dados sobre acidentes, foi selecionado na cidade de São Paulo, o cruzamento da Av. Rebouças com a Av. Brigadeiro Faria Lima para a simulação, definindo um modelo genérico envolvendo: distância de frenagem e distância percorrida durante os tempos de percepção. Para o teste de hipóteses variadas analisou-se a interferência dos parâmetros velocidade, tempo de percepção e campo de visão do grupo focal. O modelo foi elaborado através dos registros fotográficos do local, sendo gerados 36 filmes. Cada filme representava uma combinação diferente das variáveis. Os filmes foram apresentados para grupos de usuários para a identificação da cor do semáforo: o primeiro na Faculdade de Engenharia Civil da UNICAMP e o segundo na CET - Companhia de Engenharia de Tráfego - SP, totalizando 180 participantes. identificação da cor do semáforo: o primeiro na Faculdade de Engenharia Civil da UNICAMP e o segundo na CET - Companhia de Engenharia de Tráfego - SP, totalizando 180 participantes. Ao se analisar os dados obtidos nota-se que as variáveis com maior significância estatística, na visualização do grupo focal, para o modelo desenvolvido, foram as variáveis velocidade, tempo de percepção e a presença do painel. Surpreendentemente a presença do painel atrás do grupo focal contribui para uma correta identificação do semáforo. Observou-se que para velocidades maiores o nível de indefinição na identificação do semáforo é maior. A adoção de tempos de percepção e reação maiores que dois segundos são recomendáveis. Para o modelo desenvolvido não foram relevantes a familiaridade com o local e o ambiente em que os testes foram aplicados. Percebe-se que uma simulação animada em 2D montada em programa para ambientes de navegação para WWW pode incrementar a análise de segurança viária
Abstract: Conflicts emerge from the competition between elements participating in the circulation system, when these achieve severe degree traffic accidents occur. These accidents should be analyzed trom various points view so that its comprehension may indicate corrective measures. This work aims to identify the influence of dynamic publicity panels in the perception-reaction time of drivers in the visualization of light signals of intersections with high accidents rates in the city of São Paulo using an animated 2D simulation in a computer environment. The intersection of Rebouças Avenue and Brigadeiro Faria Lima Avenue was selected as the study site in the simulation. A generic model was defined using the breaking and traversed distance during perception time. The interference of the variables speed, perception time and environment behind the light signal was analyzed in the model. The animation was developed using photographs of the site generating 36 different films. Each film represented a different combination of variables. The films were presented to groups of users for their identification of the color of the light signal: the first group at the Faculdade de Engenharia Civil at UNICAMP and the second group at the Compania de Engenharia de Tráfego (CET) at SP, summing up to 180 participants. Data analyses pointed out that the variables with greatest statistical significance in the focal group for the developed model were speed, perception time and presence of the panel. Surprising1y, the presence of the panel behind the focal group contributes for the correct perception of the light signal. It was also observed that in higher velocities the indefinition in identification of the light signal is greater. There for, it is recommended the use of perception-reaction time higher then 2 seconds. In the developed model the variables familiarity with the site and group of users were not relevant. It can be conc1uded that the 2D animated simulation in computer environment increments the ana1ysis of traffic safety
Mestrado
Transportes
Mestre em Engenharia Civil

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30

Archer, Jeffery. "Indicators for traffic safety assessment and prediction and their application in micro-simulation modelling : a study of urban and suburban intersections." Doctoral thesis, KTH, Trafik och Logistik, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-143.

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In order to achieve sustainable long-term transport infrastructure development, there is a growing need for fast, reliable and effective methods to evaluate and predict the impact of traffic safety measures. Recognising this need, and the need for an active traffic safety approach, this thesis focuses on traffic safety assessment and prediction based on the use of safety indicators that measure the spatial and/or temporal proximity of safety critical events. The main advantage of such measures is that they occur more frequently than accidents, and therefore require relatively short periods of study to establish values that can later be used for comparison, or for accident prediction purposes. There are a number of more generally accepted safety indicators including: Time-to-Accident, Time-to-Collision, and Post-Encroachment Time. These are based on different underlying principles and measurement techniques, including both on-site subjective estimation, and objective photometric measures. A major part of the work presented in this thesis, concerns identifying the potential and limitations of the different safety indicators with regard to their validity and reliability, and practical use for safety assessment and prediction purposes. This is done in conjunction with field studies in the urban and suburban environment, at both signalised and unsignalised intersections. Results from these studies indicate that on-site observation methods provide useful quantitative and qualitative information relatively quickly and efficiently, provided that they are used correctly. On the other hand, the methods based on photometric measurement (video-analysis) proved arduous and time-consuming. Furthermore, there are questions regarding the abilities of the Time-to-Collision and Post-Encroachment Time safety indicators to adequately represent interaction severity, suggesting possible flaws in fundamental concepts related to construct validity. Importantly, results showed that the relationship between safety indicators and traffic accidents is complex and equivocal, where many different factors and processes can impose a significant influence on safety. This makes generalised predictive modelling a particularly difficult task for safety analysts. The potential of micro-simulation for traffic safety and performance estimation based on the use of safety indicators was investigated in the second part of this thesis. Microscopic traffic simulation has become increasingly popular among transport planners, due to the fact that it serves as a safe and flexible off-line test environment for the estimation of dynamic and complex traffic system effects. It is useful and cost-effective in relation to the evaluation of issues concerning roadway design, and technological systems that influence road-user behaviour and vehicle performance. For reasons related to modelling fidelity and data quality, simulation has seldom been used for traffic safety estimation. Simulation model development is however, undergoing rapid development and the area of ‘safety-simulation’ and is recognised as having a high potential in the field of transport planning and traffic engineering. As part of the work in this thesis, practical simulation experiments were carried out to investigate this potential, and identify limitations. Based on the data from one of the earlier studies, and knowledge regarding important safety-influencing factors and behavioural processes, one of the simulation experiments showed evidence to suggest that realistic safety critical events could be generated and measured using safety indicators in a simulation environment, without making unnecessary and unrealistic behavioural assumptions. Furthermore, a second application of this methodology revealed the safety potential of a rear-end incident-reduction function used in standard vehicle actuated signalling. While both of these simulation studies highlighted the potential of this type of approach, the need for more flexible and realistic models of interactive behavioural processes could be identified in addition to the general need for greater active research into the field of safety simulation.
QC 20100830

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31

Archer, Jeffrey. "Indicators for traffic safety assessment and prediction and their application in micro-simulation modelling : a study of urban and suburban intersections /." Stockholm, Sweden : Royal Institute of Technology, 2005.

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Touhbi, Saâd. "Élaboration d’un modèle multi-agents pour la génération synthétique de trafic : application à la mobilité urbaine de la ville de Marrakech." Electronic Thesis or Diss., Sorbonne université, 2018. http://www.theses.fr/2018SORUS326.

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La génération de trafic est un processus indispensable dans la simulation du trafic. Ce processus permet de définir une série d’arrivées des véhicules dans une route. Cette série est prouvée aléatoire depuis 1930. Toutefois, sa distribution reflète à un niveau le comportement de conduite. L’objectif de notre thèse est de mettre en place un outil de génération de trafic permettant de définir le point d’arrivée du véhicule dans une route, identifier le choix de type du véhicule, définir son temps d’arrivée, et lui affecter une vitesse initiale. Une première étape faite dans ce sens est la modélisation d’arrivée, particulièrement le TIV, en mettant en place un protocole d’analyse de cette variable en quatre étapes : traitement des données d’arrivée des véhicules et calcul de la variable TIV, définir des échantillons représentant différents niveaux de trafic, le choix des modèles probabilistes et estimation des paramètres, comparaison des modèles estimés et les données empiriques. Une application numérique est effectuée sur quatre routes à trois voies chacune interrompue par un feu de signalisation à la ville de Marrakech. On en conclut que Le modèle de Pareto IV est non rejeté pour les différents niveaux de trafic. Le modèle Exponentiel est prouvé inadéquat dans les différents niveaux de trafic. Le modèle Log-Normal et le modèle de Pearson type III sont adéquats pour des niveaux de trafic intermédiaire et élevé. Ces résultats ont permis de tester l’utilisabilité de notre outil de génération de trafic sous différentes modalités. L’outil permet de générer un niveau trafic cohérent avec celui désiré. Une première intégration a été faite pour la simulation MarrakAir permettant d’estimer les polluants automobiles en se basant sur le trafic. Ceci afin d’éliminer la nécessité d’avoir des données ponctuelles sur l’arrivée des véhicules
Traffic generation is an important process in traffic simulation. It defines a series of vehicle arrival at a road. This series is proven to be random since 1930. However, its distribution explains at a level the behavior of the motorists. The goal of this thesis is to establish a traffic generation toolbox to produce a series of vehicle arrival characterized by their entry point, their type, arrival time and their initial speed. A first step was to establish an analysis protocol for the time headway (TH) of the arriving vehicles consisting of four steps : (i) data processing and calculating TH, (ii) sampling of data according to different levels of traffic, (iii) model choice and estimation, (iv) and the comparison of the estimated models and the empirical data. The application of the latter on four roads with three lanes interrupted by a signalized intersection showed that : The Pareto IV model is not rejected for all levels of traffic in these roads, the Exponential model is proven to be inadequate for all levels of traffic, the Log-Normal and Pearson III are best suited for intermediate to high levels of traffic. These results helped in testing the traffic generation toolbox proving that it generates coherent level of traffic compared to the desired configuration. The latter was integrated in the simulation MarrakAir that estimated the level of pollution based on traffic. This was done to eliminate the necessity to have punctual data from sensors about vehicle arrivals

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Baradel, Bernard. "Un outil d'aide à la régulation du trafic sur réseau autoroutier maillé périurbain." Lyon, INSA, 1994. http://www.theses.fr/1994ISAL0113.

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Le nombre d'automobiles sur les réseaux péri-urbains de voies rapides ne cesse d'augmenter et, malheureusement, bouchons et congestions de toutes sortes ne cessent de s'amplifier. Une analyse des causes d'encombrements montre que ceux-ci sont dus, à parts égales, au manque de capacité du réseau, ainsi qu'aux événements exceptionnels (travaux, accidents). Les exploitants autoroutiers afin d’améliorer la qualité de service offerte aux usagers sont parties prenantes pour élaborer un système d’aide à la gestion du trafic. Afin de réaliser un logiciel d'aide à la gestion du trafic, toute une démarche méthodologique est présentée allant de la description des objectifs du système, de la justification de la démarche sur deux études concrètes (CORALY et SIRIUS) jusqu'à la description de l’ensemble des logiciels utilisés ou réalisés pour atteindre les objectifs définis. Le système présenté est fondé sur une modélisation macroscopique du trafic automobile, ainsi que sur une modélisation du comportement des usagers face à des informations ou conseils présentés sur des panneaux autoroutiers. Cette modélisation permet d'effectuer la prévision des situations en temps réel et de tester par la simulation des hypothèses de gestion du trafic. En complément du simulateur, un système expert d'aide à la gestion du trafic connecté au simulateur élabore des propositions de gestion du trafic, ainsi qu'une explication les justifiant. Ces propositions, si elles sont retenues par l’opérateur en charge de la gestion du trafic, sont implémentées sur le réseau autoroutier. Le système baptisé OPERA est à l'heure actuelle au stade de prototype informatique alimenté par des données de trafic réelles sur le réseau maillé écossais. Une évaluation a été faite par simulation sur une maquette du réseau Est des voies rapides de l’Ile-de-France; elle montre que le système de gestion procure des gains de temps passés surie réseau de 5 à 10% lors d'événements imprévus au cours des périodes de pointe
On peri-urban motorway network congestion problems are growing due to lack of capacities and incidents. People in charge of traffic control are concerned with system which can avoid or limit congestion and help to control such difficult situations. A methodology is described on LYON and PARIS networks in order to build traffic control systems. The software part of a system is an aid to decision tool to develop strategies using information and guidance messages on Variable Message Signs. This system, called OPERA makes use of a traffic flow simulation model for networks and a knowledge-based system which proposes VMS controls linked with detailed explanations. A mock-up has been designed and tested using real data on the northeast Paris regional motorway network on the Scottish network. Results are presented and discussed which indicate a 5% reduction in the travel tir for all journeys using the OPERA system

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Sousa, Janailson Queiroz. "Modelagem microscÃpica aplicada na avaliaÃÃo do desempenho da seguranÃa viÃria em interseÃÃes urbanas." Universidade Federal do CearÃ, 2012. http://www.teses.ufc.br/tde_busca/arquivo.php?codArquivo=9059.

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nÃo hÃ
A modelagem microscÃpica do fluxo de veÃculos na infraestrutura viÃria urbana tem se constituÃdo uma potencial ferramenta para a anÃlise do desempenho da seguranÃa viÃria (DSV) frente aos tradicionais mÃtodos de anÃlise com base nos estudos observacionais. Para consolidar essa abordagem existem desafios prÃticos e metodolÃgicos que foram tratados como objetivos nesta pesquisa, dentre os quais se destacam: (i) a identificaÃÃo de indicadores proxy eficientes para as anÃlises de seguranÃa nesse ambiente; (ii) a anÃlise dos algoritmos de microssimulaÃÃo quanto a sua eficÃcia de representaÃÃo dos processos de conduÃÃo no meio urbano, (iii) a definiÃÃo de um procedimento sistemÃtico de estimaÃÃo do DSV com o uso de microssimuladores de trÃfego e (iv) a validaÃÃo dos indicadores sintÃticos usados para medir o DSV. Diante deste contexto, esta pesquisa tem como objetivo geral apresentar uma contribuiÃÃo metodolÃgica para a utilizaÃÃo da microssimulaÃÃo de trÃfego nas anÃlises do DSV no processo de planejamento tÃtico operacional dos sistemas de transporte com foco nas interseÃÃes urbanas. O procedimento metodolÃgico proposto considerou a realizaÃÃo de cinco etapas: 1) seleÃÃo e caracterizaÃÃo do local de estudo, 2) codificaÃÃo do local no microssimulador, 3) planejamento da simulaÃÃo, 4) calibraÃÃo e validaÃÃo do modelo e 5) estimaÃÃo dos indicadores. A aplicaÃÃo do procedimento considerou trÃs interseÃÃes semaforizadas da cidade de Fortaleza, utilizando a plataforma de microssimulaÃÃo de trÃfego VISSIM. Os resultados alcanÃados indicaram que foi possÃvel estimar o DSV com relativo nÃvel de confianÃa e um procedimento complementar de validaÃÃo dos indicadores revelou um nÃvel de consistÃncia entre o nÃmero estimado de conflitos de interaÃÃes longitudinais e o nÃmero observado de colisÃes traseiras observadas em campo.
The microscopic modeling of traffic flow in urban road infrastructure has proven to be a potential tool for analyzing the performance of road safety (DSV) compared to traditional methods of analysis based on observational studies. To consolidate this approach there are practical and methodological challenges that have been treated as objectives in this research, among which are: (i) the identification of efficient synthetic indicators for the analysis of safety in this environment, (ii) the analysis of the microscopic algorithms and their effectiveness in the representation of the driving processes in urban areas, (iii) the definition of a systematic procedure for estimating the DSV using a microscopic platform and (iv) concerning the validation of synthetic indicators used to measure the DSV. Given this context, this research intended to provide a general methodological contribution to the use of microscopic traffic simulators for the analysis of the DSV in tactical and operational transportation systems planning process with focus on urban intersections. The proposed methodological procedure considered the completion of five steps: 1) selection and site characterization study, 2) coding the site in microsimulator 3) planning of the simulation, 4) calibration and validation of the model and 5) estimation of the indicators. The procedure considered three signalized intersections in the city of Fortaleza, using VISSIM Â as simulation platform. The results indicated that it was possible to estimate the DSV with relative confidence level and a complementary procedure for validation of the indicators showed a consistent level of consistency between the estimated number of conflicts of longitudinal interactions and observed number of rear end collisions observed in the field.

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Terra, Ulisses Demarchi Silva. "Arquitetura em espaços de fluxo: modelagem e simulação em estações metroferroviárias e espaços de multidão." Universidade de São Paulo, 2014. http://www.teses.usp.br/teses/disponiveis/16/16132/tde-07072014-133708/.

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O objetivo desta pesquisa é investigar como o fluxo de pedestres interfere na concepção arquitetônica dos espaços que envolvem multidões. Tendo como objeto inicial as estações metroferroviárias, realizou-se um abrangente levantamento bibliográfico sobre o tema, buscando abordá-lo na complexidade que envolve o comportamento humano, a engenharia, a arquitetura e a construção. Conceitos sobre modelagem e simulação de fluxos de pedestres são apresentados e servem de base para o desenvolvimento de um estudo de caso sobre a concepção de distintos espaços arquitetônicos: O Estádio Arena das Dunas, em Natal; o Estádio Mineirão, em Belo Horizonte; o Parque Olímpico, no Rio de Janeiro; e a interligação metroviária Paulista-Consolação, em São Paulo. A presente pesquisa não tem a pretensão de apresentar soluções ou diretrizes de projeto para espaços que envolvem multidões, mas busca investigar como a concepção desses espaços pode ser alterada a partir de uma abordagem que coloca os pedestres como elemento determinante da arquitetura.
This essay aims at investigating how the pedestrian flow interferes the architectural design of the places full of people. Regarding the subway and rail stations as the initial objective, it was made a comprehensive bibliographic survey about this subject in order to speaking about the human behavior engineering, architecture and construction complexity. It is presented the modeling and simulation concepts of pedestrian flows which function as the basis for the development of a case study of different architectural spaces design: the Arena das Dunas Stadium in Natal, the Mineirão Stadium in Belo Horizonte, the Olympics Park in Rio de Janeiro and the subway stations interconnection Consolação-Paulista in São Paulo. This essay does not intend to present solutions or design guide lines for places full of people, but investigate how the design of these places can be changed from an approach that is considering the pedestrians as a determinant element of the architecture.

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Longo, Riccardo. "Advanced turbulence models for the simulation of air pollutants dispersion in urban area." Doctoral thesis, Universite Libre de Bruxelles, 2020. https://dipot.ulb.ac.be/dspace/bitstream/2013/312254/3/thesis.pdf.

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NOWADAYS, a number of studies keep on demonstrating the existence of a strong relation between high concentrations of particulate matter (PM) and the prevalence of human morbidity and mortality. Large particles can be filtered in the nose or in the throat, while fine particles (about10 micrometer) can settle in the bronchi and lungs, leading to more serious consequences. According to Karagulian et al. the major sources of urban air pollution are traffic (25%), combustion and agriculture (22%), domestic fuel burning (20%), natural dust (18%) and industrial activities (15%).As a consequence, the detailed study of dispersion phenomena within the urban canopy becomes a target of great interest. To this end, Computational Fluid Dynamics (CFD) can be successfully employed to predict turbulence and dispersion patterns, accounting for a detailed characterization of the pollutant sources, complex obstacles and atmospheric stability classes.Despite being intrinsically different phenomena, turbulence and dispersion are closely related. It is universally accepted that, to reach accurate prediction of the concentration field, it is necessary to properly reproduce the turbulence one. For this reason, the present PhD thesis is split into two main Sections: one focused on turbulence modelling and the subsequent, centered on the dispersion modelling.Thanks to its good compromise between accuracy of results and calculation time, Reynolds-averaged Navier-Stokes (RANS) still represents a valid alternative to more resource-demanding methods. However, focusing on the models’ performance in urban studies, Large Eddy Simulation (LES) generally outperforms RANS results, even if the former is at least one order of magnitude more expensive. Stemming from this consideration, the aim of this work is to propose a variety of approaches meant to solve some of the major limitations linked to standard RANS simulation and to further improve its accuracy in disturbed flow fields, without renouncing to its intrinsic feasibility. The proposed models are suitable for the urban context, being capable of automatically switching from a formulation proper for undisturbed flow fields to one suitable for disturbed areas. For neutral homogeneous atmospheric boundary layer (ABL), a comprehensive approach is adopted, solving the issue of the erroneous stream-wise gradients affecting the turbulent profiles and able to correctly represent the various roughness elements. Around obstacles, more performing closures are employed. The transition between the two treatments is achieved through the definition of a Building Influence Area (BIA). The finalgoal is to offer more affordable alternatives to LES simulations without sacrificing a good grade of accuracy.Focusing on the dispersion modelling framework, there exists a number of parameters which have to be properly specified. In particular, the definition of the turbulent Schmidt number Sct, expressing the ratio of turbulent viscosity to turbulent mass diffusivity, is imperative. Despite its relevance, the literature does not report a clear guideline on the definition of this quantity. Nevertheless, the importance of Sct with respect to dispersion is undoubted and further demonstrated in the works of different authors. For atmospheric boundary layer flows, typical constant values range between 0.2 and 1.3. As a matter of fact, the local variability of Sct is supported by experimental evidence and by direct numerical simulations (DNS). These observations further suggest that the turbulent Schmidt number should be prescribed as a dynamic variable. Following these observations a variable turbulent Schmidt number formulation is proposed in this work. The latter stems from the same hypothesis of the variable formulation developed by Gorlé et al. Moreover, the relevant uncertain model parameters are optimized through uncertainty quantification (UQ). This formulation further increased the accuracy of the predictions, and was successfully verified by Di Bernardino et al. However, the turbulent Schmidt number resulting from this formulation is still intrinsically linked to the turbulence model employed, i.e. to the Cμ coefficient. To overcome this constraint, the nature and the dependencies of Sct were further analyzed through correlation studies and employing principal component analysis (PCA) on data obtained through the proposed ABL RANS model. Subsequently, the same data-driven technique was employed based on the high-fidelity outcomes of a delayed Detached Eddy Simulation (dDES) to derive a generalized turbulentSchmidt number formulation. The latter can be employed within a wide range of turbulence models, without limiting its variability.
Doctorat en Sciences de l'ingénieur et technologie
info:eu-repo/semantics/nonPublished

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Awasthi, Anjali. "Développement d'un système de routage hiérarchique pour les réseaux urbains." Phd thesis, Université de Metz, 2004. http://tel.archives-ouvertes.fr/tel-00007751.

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Cette thèse se divise en quatre parties. La première partie est consacrée à l'étude bibliographique des différents modèles de transport actuellement utilisés pour la simulation du trafic urbain. Une nouvelle classification est proposée : elle consiste à distinguer les modèles à partir de quatre critères qui sont présentés en détail dans le chapitre 1.

La deuxième partie de la thèse est consacrée au problème de décomposition d'un réseau urbain en sous réseaux de taille raisonnable et aussi indépendants les uns des autres que possible, c'est-à-dire ayant un nombre de connexions
aussi faible que possible.

Dans la troisième partie de la thèse nous présentons un programme de simulation pour générer les données qui, à leur tour, vont servir à constituer une mémoire. Cette mémoire a pour objectif de proposer le chemin le plus rapide à l'intérieur d'un sous-réseau dès que l'on connaît l'état du sous-réseau ainsi que l'origine et la destination du véhicule.

Enfin, la dernière partie de la thèse est la plus novatrice. Elle fait intervenir les techniques de l'analyse des données pour constituer la mémoire et permettre ainsi de choisir le chemin le plus rapide en temps réel.

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Boussier, Jean-Marie. "Modélisation de comportements dans les systèmes dynamiques : Application à l'organisation et à la régulation de stationnement et de déplacement dans les Systèmes de Trafic Urbain." Phd thesis, Université de La Rochelle, 2007. http://tel.archives-ouvertes.fr/tel-00411272.

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L'objectif de nos travaux est de développer un cadre méthodique afin de modéliser les préférences, les changements de comportement des individus ainsi que leurs impacts sur l'état d'un système complexe dans un contexte dynamique. L'utilisateur doit simuler les conséquences des politiques de transports et d'urbanisme sur l'offre et demande de stationnement, étape essentielle. Modéliser les préférences hétérogènes des usagers, intégrer des connaissances, selon des logiques comportementales différentes, ont justifié l'approche multi agents. Afin d'avoir des représentations adaptatives et évolutives des comportements des agents individus, les processus décisionnels et d'apprentissage sont modélisés au moyen d'un panier d'outils issus de l'optimisation des procédés industriels, des techniques Data Mining, de marketing. L'emploi personnalisé du simulateur avec l'interactivité utilisateursimulateur a motivé l'adaptation de ce cadre méthodique à la simulation des systèmes complexes sociétaux.

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Galván, William Felix Angeles. "Estudo do impacto dos modelos de propagação no desempenho de protocolos ad hoc em um ambiente VANET urbano." Universidade Tecnológica Federal do Paraná, 2016. http://repositorio.utfpr.edu.br/jspui/handle/1/1824.

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CAPES
Diferentes estudos avaliaram o desempenho de protocolos de roteamento Ad hoc para redes veiculares. No entanto, a maioria deles não são realistas pois utilizam modelos de propagação simples para redes veiculares sobre ambiente urbano, o que limita a precisão dos resultados. O objetivo deste trabalho é comparar o impacto no desempenho dos protocolos de roteamento Ad hoc (entre eles AODV, DSR, DYMO e OLSR) em diferentes modelos de propagação (entre eles Espaço Livre, Dois Raios, Nakagami e Sombreamento Log Normal) com valores de parâmetros reais em um mapa urbano real. Os cenários e parâmetros das simulações foram desenvolvidos nos simuladores Omnet++ e SUMO. As métricas avaliadas foram atraso médio fim-a-fim e a taxa de entrega de pacotes. Os resultados mostraram que o comportamento dos protocolos varia bastante conforme o modelo utilizado (modelos simples ou complexos). A contribuição deste trabalho diz respeito à configuração e avaliação de um cenário veicular real em um ambiente urbano, para ser base de estudos futuros e permitir que eles conheçam a resposta desses protocolos de roteamento em diferentes modelos de propagação.
Different studies evaluated the performance of Ad hoc routing protocols for vehicular networks. However, most of them are not realistic because on propagation models are used simple propagation models for vehicular networks on urban environment, which limits the accuracy of the results. The objective of this study is to compare the performance impact of Ad hoc routing protocols (including AODV, DSR, DYMO and OLSR) under different propagation models (including Free Space, Two Ray Ground, Nakagami and Log Normal Shadowing) with real parameters values in an existing urban map. The scenarios and parameters of the simulations were developed in Omnet++ and SUMO simulators. The evaluation metrics were the average end-to-end delay and the package delivery rate. The results showed that the behavior of protocols varies widely depending on the model used (complex or simple model). The contribution of this work concerns the configuration and evaluation of a real vehicular scenario in an urban environment, to be the basis of future studies to allow them know the response of these routing protocols in different propagation models.

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Gille, Laure-Anne. "Caractérisation physique et perceptive de différentes compositions de trafic routier urbain pour la détermination d'indicateurs de gêne en situation de mono-exposition et de multi-exposition." Thesis, Lyon, 2016. http://www.theses.fr/2016LYSET005/document.

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Le bruit de la circulation routière, et en particulier le bruit des deux-roues motorisés, constituent une importante source de gêne sonore. Afin d’estimer l’exposition sonore dans les villes de plus 100 000 habitants, la directive européenne 2002/49/CE impose la réalisation de cartes de bruit stratégiques, basées sur l’indice Lden. Cet indice est également utilisé dans des relations exposition-réponse, afin de prédire les pourcentages de personnes gênées, notamment par le bruit du trafic routier. En couplant les cartes de bruit stratégiques et ces relations exposition-réponse, des cartes de gêne pourraient être établies. Toutefois, la pertinence de cet indice pour prédire la gêne due au bruit en milieu urbain est souvent remise en cause, car de nombreux facteurs acoustiques influents (e.g. les caractéristiques spectrales et temporelles) ne sont pas pris en compte par cet indice. Cette thèse vise à améliorer la caractérisation de la gêne due au bruit de trafic routier urbain en considérant différentes compositions de trafic et la présence des deux-roues motorisés. Dans ce but, des expériences sont menées en conditions contrôlées. Une première étude a porté sur l’influence de plusieurs facteurs acoustiques relatifs aux périodes de calme et aux bruits de passage de véhicules sur la gêne due au bruit de trafic routier urbain. Cette étude a conclu à l’influence de la présence de périodes de calme et du nombre de véhicules au sein du trafic routier urbain et à l’absence d’influence de l’ordre des véhicules routiers, de la position et de la durée des périodes de calme. Ces résultats ont été utilisés afin de mener la caractérisation physique et perceptive de différentes compositions de trafic routier urbain. La régression multi-niveau a été utilisée pour calculer la gêne, en considérant 1) des facteurs acoustiques influents à l’aide de combinaisons pertinentes d’indices et 2) un facteur non acoustique : la sensibilité au bruit. Dans les villes, le bruit routier est souvent entendu en situation de multi-exposition avec d’autres bruits. Dans le cadre de ces travaux de thèse, les situations de multi-exposition aux bruits routier et d’avion ont été étudiées. Pour cela, un travail semblable à celui mené pour le bruit de trafic routier urbain a été mené pour le bruit d’avion conduisant également à des combinaisons pertinentes d’indices. En vue de caractériser les gênes dues aux bruits de trafic routier et d’avion pour des situations de multi-exposition sonore, les données des précédentes expériences ainsi que celles d’une expérience conduite en situation de multi-exposition à ces bruits combinés ont été utilisées au travers d’une régression multi-niveau adaptée, comme cela a pu être mené dans la littérature. La régression multi-niveau a ainsi permis la proposition de modèles de gêne pour chaque source de bruit. Puis, la gêne totale due à des situations de multi-exposition à ces bruits a été étudiée, afin de mettre en évidence les phénomènes perceptifs mis en jeu. Des modèles de gêne totale ont été proposés, en utilisant les modèles de gêne due à chaque source. Enfin, les modèles de gêne obtenus pour chaque source et les modèles de gêne totale ont été confrontés aux données d’une enquête socio-acoustique. A cet effet, une méthodologie a été proposée afin d’estimer les différents indices des modèles à partir des valeurs du Lden, issues de cartes de bruit et utilisées pour définir l’exposition au bruit des personnes enquêtées. Cette confrontation a montré que les modèles proposés à partir d’expériences menées en laboratoire et couplés à la méthodologie d’estimation des indices à partir des valeurs du Lden permettent une bonne prédiction de la gêne in situ
Road traffic noise, and in particular powered two-wheeler noise, constitute an important source of noise annoyance. In order to estimate the noise exposure in cities of more than 100 000 inhabitants, the European directive 2002/49/EC requires the elaboration of strategic noise maps, based on the Lden index. This index is also used in exposureresponse relationships, to predict the percentages of annoyed people, by road traffic noise for example. By coupling strategic noise maps and these exposure-response relationships, noise annoyance maps could be established. The relevance of this index to predict noise annoyance in cities is however often questioned, since many influential acoustical factors (e.g. spectral and temporal features) are not considered by this index. The aim of this thesis is to enhance the characterization of noise annoyance due to different compositions of urban road traffic including powered two-wheelers. To achieve this goal, experiments were carried out under controlled conditions. A first study concerned the influence of several acoustical features related to quiet periods and vehicle pass-by noises on the annoyance due to urban road traffic noise. This study demonstrated the influence of the presence of quiet periods and of the number of vehicles within the urban road traffic and to the absence of the influence of the order of the vehicle pass-by noises, the position and duration of quiet periods. These results were used to carry out the physical and perceptual characterization of different compositions of urban road traffic noise. Multilevel regression was used to calculate noise annoyance, by coupling combinations of indices relating to influential acoustical features and an individual factor: noise sensitivity. In cities, road traffic noise is often combined with other noises. In the framework of this thesis, noise exposure to road traffic noise combined with aircraft noise was studied. Therefore, the same work as the one performed for urban road traffic noise was carried out for aircraft noise, leading also to relevant combinations of noise indices. In order to characterize annoyances due to road traffic noise and to aircraft noise in a combined exposure situation, data from the previous experiments and from an experiment dealing with these combined noises were used through an appropriate multilevel regression, as done in literature. The regression allows annoyance models for each noise source to be proposed. Then, total annoyance due to combined noises was studied, in order to highlight the perceptual phenomena related to the combined exposure. Total noise annoyance models were proposed, using proposed annoyance model of each noise source. Finally, these single source annoyance models and total annoyance models were tested using data of a socio-acoustic survey. To do this, a methodology has been proposed to estimate the different indices involved in the annoyance models, from the Lden values obtained from the strategic noise maps and used to define the noise exposure of the respondents. This confrontation showed that the models proposed on the basis of experiments carried out under laboratory conditions and coupled with a methodology of estimation of the noise indices from Lden values, enabled a good prediction of in situ annoyance

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Kerbouai, Hamza. "Modélisation, dimensionnement et optimisation d'un capteur hybride pour la détection des deux roues motorisées dans le trafic routier." Thesis, Belfort-Montbéliard, 2015. http://www.theses.fr/2015BELF0260/document.

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Depuis plusieurs années les chiffres de l'insécurité routière montrent la nécessité de développer un outil technologique qui vise à connaitre le comportement de véhicules deux roues motorisés (2RM) afin d'améliorer leursécurité. De cette problématique découle nos travaux de recherche qui s'inscrivent dans le cadre de projet METRAMOTO (MEsure du TRAfic des deux-roues MOTOrisés pour la sécurité routière et l'évaluation des risques)L’objectif principal visé concerne la modélisation, le dimensionnement et l'optimisation d'un capteur hybride constitué d'une part de boucles électromagnétiques et d'autre part de capteurs de chocs piézo-électriques. L’idée consiste à utiliser les boucles électromagnétiques pour discriminer la présence des 2RM de celle des autresvéhicules, associées à des segments piézo-électriques pour détecter le choc produit par le passage des roues desdifférents véhicules, le tout associé à un algorithme de gestion et de traitement de données. Aujourd'hui redimensionnement des systèmes de détection à base de boucles électromagnétiques ou de câble piézo-électriquese fait de manière expérimentale sur des sites contrôlés en utilisant plusieurs types de véhicules. Cette technique gourmande en temps nécessite une série importante d'essais couteux et dangereux. La présente étude a pour butde modéliser les différentes interactions entre le capteur hybride étudié et les véhicules en vue de son dimensionnement. Des modèles électromagnétiques et électromécaniques sont développés pour décrire les différentes interactions se produisant entre les boucles électromagnétiques d'une part, les boucles électromagnétiques et les véhicules d'autre part ainsi que celles des roues de véhicules et le câble piézoélectrique.Sur la base de ces modèles établis, une démarche générale est élaborée conduisant au dimensionnement du capteur hybride pour une route donnée. Nous nous sommes également intéressés au traitement des données issues du capteur hybride pour lesquelles nous proposons une approche d'identification des différentes catégories de véhicules dont les 2RM. Deux configurations de capteurs pour deux routes différentes sont alors proposées.Elles sont associées à des algorithmes de traitement de données permettant l'acquisition des signaux de boucles et de câbles, la distinction des différents types de véhicules, l'estimation de la position des véhicules sur la chaussée ainsi que la mesure de la vitesse de véhicules
For several years the road safety numbers show the need to develop a technological tool that aims to know thepowered two wheelers vehicles behavior (2PW) to improve their security. From this problematic arise our researchworks that come under the project METRAMOTO (Powered two wheelers traffic measurement for road safety andrisks assessment). The main objective is modeling, sizing and optimization of an hybrid sensor consisted ofelectromagnetic loops and piezoelectric shock sensors. The idea is to use electromagnetic loops to discriminate the2PW presence from the other vehicles, combined with piezoelectric segments to detect the shocks produced by thevehicles wheels passage, all associated with a management algorithm and data processing. Today the sizing of thedetection systems based on electromagnetic loops or piezoelectric cables is done experimentally on controlled sitesusing several vehicles types. This technique requires significant test series which are costly and dangerous. Thisstudy aims to modeling the different interactions between the studied sensor and vehicles in order to its sizing.Electromagnetic and electromechanical models are developed to describe the different interactions that take placebetween electromagnetic loops on the one hand, between electromagnetic loops and vehicles on the other handand those between vehicle wheels and piezoelectric cable. On the basis of established models, a general approachis elaborated driving to sizing the hybrid sensor for any given road. We are also interested to the data processingcoming from the hybrid sensor for which we propose an approach to identifying the different vehicle categoriesincluding the 2PW. Two sensor configurations for two different roads are then proposed. They are associated atdata processing algorithms allowing the acquisition of loops and cables signals, the distinction between the differentvehicles classes, the estimation of the vehicles positions on the road and the measuring of their speed

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Diniz, Junior Paulo Carvalho. "Serviços telemáticos em uma rede de transporte público baseados em veículos conectados e dados abertos." Universidade Tecnológica Federal do Paraná, 2017. http://repositorio.utfpr.edu.br/jspui/handle/1/2691.

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VINNOVA;KTH;URBS
Um conceito bastante em voga atualmente e o de cidades inteligentes. Ele define um tipo de desenvolvimento urbano capaz de reduzir os impactos ambientais, melhorando os modelos atuais de acesso a recursos naturais, transportes, gestão do lixo, climatização residencial e sobretudo a gestão da energia (produção e distribuição). O massivo volume de dados produzidos por cidades inteligentes oferece uma grande oportunidade para analisar, compreender e melhorar o modo como elas funcionam e se desenvolvem. Esta explosão na quantidade de informações tem elevado a importância do aprendizado a partir de dados a um patamar extremamente elevado. Esta dissertação tem por objetivo descrever uma metodologia para aquisição e exploração de dados de um dos mais importantes pilares de cidades inteligentes: o sistema de transporte público. Como obter, armazenar e utilizar tais dados a fim de prover a todos os envolvidos, serviços telemáticos de alto valor agregado e o problema que se busca resolver neste trabalho. Cinco serviços telemáticos são propostos sob forma de prova de conceito: avaliação da cobertura da rede de transporte atual, seguida de uma proposta de novas linhas de ônibus; avaliação indireta da ocupação diária dos ônibus da cidade; cerca-eletrônica com os limites geográficos definidos pelos itinerários das linhas; serviços de alerta de velocidade e de manutenção. Os resultados são bastante coerentes e promissores, abrindo um grande leque de possíveis trabalhos futuros a serem explorados.
Smart city is a very trendy concept today. It defines a type of urban development capable of reducing environmental impacts, enhancing current models of access to natural resources, better transportation systems, waste management, residential climatization and, above all, energy management (production and distribution). The huge data volume produced by smart cities offers a great opportunity to analyze, understand and improve the way cities work and grow. This explosion in the amount of digital information has elevated the importance of learning from data to a higher level. This document aims at describing a methodology for acquiring and exploring data from one of the most important pillars of smart cities: the public transportation system. How to acquire, store and use such data in order to provide to all stakeholders telematics services with high added value is the problem that is sought to solve in this work. Five telematics services proof of concept are proposed: assessment of current network coverage followed by the proposal of some new bus lines; indirect evaluation of buses’ passengers occupation during the day; geofence with geographical boundaries according to itineraries; speed alert and maintenance reminder services. The results are very coherent and promising, opening up a wide range of possible future work to be explored.

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"GeoSparkSim: A Scalable Microscopic Road Network Traffic Simulator Based on Apache Spark." Master's thesis, 2019. http://hdl.handle.net/2286/R.I.53917.

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abstract: Researchers and practitioners have widely studied road network traffic data in different areas such as urban planning, traffic prediction and spatial-temporal databases. For instance, researchers use such data to evaluate the impact of road network changes. Unfortunately, collecting large-scale high-quality urban traffic data requires tremendous efforts because participating vehicles must install Global Positioning System(GPS) receivers and administrators must continuously monitor these devices. There have been some urban traffic simulators trying to generate such data with different features. However, they suffer from two critical issues (1) Scalability: most of them only offer single-machine solution which is not adequate to produce large-scale data. Some simulators can generate traffic in parallel but do not well balance the load among machines in a cluster. (2) Granularity: many simulators do not consider microscopic traffic situations including traffic lights, lane changing, car following. This paper proposed GeoSparkSim, a scalable traffic simulator which extends Apache Spark to generate large-scale road network traffic datasets with microscopic traffic simulation. The proposed system seamlessly integrates with a Spark-based spatial data management system, GeoSpark, to deliver a holistic approach that allows data scientists to simulate, analyze and visualize large-scale urban traffic data. To implement microscopic traffic models, GeoSparkSim employs a simulation-aware vehicle partitioning method to partition vehicles among different machines such that each machine has a balanced workload. The experimental analysis shows that GeoSparkSim can simulate the movements of 200 thousand cars over an extensive road network (250 thousand road junctions and 300 thousand road segments).
Dissertation/Thesis
Masters Thesis Computer Engineering 2019

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Huang, Kuo Cheng. "Traffic Simulation Model for Urban Networks: CTM-URBAN." Thesis, 2011. http://spectrum.library.concordia.ca/7041/7/Huang_MASc_S2011.pdf.

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Congestion on urban transportation networks around the world is frequently encountered and its economic and environmental footprint cannot be ignored. One of the solutions used to alleviate this problem is deployment of Intelligent Transportation Systems (ITS). The effectiveness of ITS solutions to manage traffic demand more efficiently relies heavily on accurate travel time prediction, which is a difficult task to achieve using currently available simulation methods. This study proposes an urban network simulation model named CTM-URBAN, a modified version of the Cell Transmission Method (CTM) which was originally developed to simulate highway traffic. CTM-URBAN is a simple and versatile simulation framework designed to simulate more realistically traffic flows in an urban network with various traffic control devices. CTM-URBAN allows building, calibrating, and maintaining a large simulation network with a minimum of effort. A case study is presented to demonstrate that CTM-URBAN is able to predict travel time through signal-controlled intersections more accurately than the original CTM based on comparison with results from a microscopic simulator.

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Li, Cheng-Hsing, and 李政興. "Interactive mixed traffic simulation in urban scenes." Thesis, 2013. http://ndltd.ncl.edu.tw/handle/19404157852449317213.

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碩士
國立交通大學
多媒體工程研究所
102
We present an microscopic traffic animation system for simulate mixed traffic with four-wheeled cars and motorcycles in complex and interactive scenarios, including signalized road intersections, non-signalized roundabouts, and dynamical accident scenarios generated by user interaction. For this purpose, we introduce extended non-lane-based car-following model and non-lane-based lateral movement model instead of the conventional lane-based methods. Our non-lane-based models are able to simulate the movement and the decision-making of both cars and motorcycles, while solving some problems of mixed traffic simulation by lane-based methods. Therefore, we can demonstrate realistic mixed traffic with passenger cars, buses, trucks, and motorcycles.

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Wu, Wei-Pin, and 吳煒斌. "Solving Urban Traffic Jam Problems Using Simulation Method." Thesis, 2017. http://ndltd.ncl.edu.tw/handle/xb3zd3.

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Ho, Chia-Che, and 何佳哲. "Simulation-based Control Strategies for Eliminating Urban Networks Traffic Jams." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/mu4qw2.

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碩士
國立宜蘭大學
電機工程學系碩士班
107
With the increasing population of the metropolitan area and the increase of vehicle usage, unexpected incidents occur during the rush hour, which leads to traffic congestion in the metropolitan area. If the traffic congestion can be slowed down quickly, it will be beneficial to the development of the metropolitan area. In this paper, the traffic network with high traffic flow is taken as the research object, and the formation of congestion in the whole road network is analyzed from a macro perspective. Then, the strategies of traffic signal control and forced vehicle direction control are designed through microcosm, and in order to optimize and speed up the traffic congestion resolution, corresponding strategies are applied in the congestion. In the initial stage of the simulation, Aimsun was used to build an 11*11 traffic network model. The ultimate carrying capacity of the traffic road was judged by visual characteristics, and then the maximum traffic flow could be found out. Then, by simulating the traffic incident at the center of the road, the process of traffic congestion was observed step by step, and the effective traffic data at each time interval were collected and analyzed, and different controls were collocated. The strategies include two kinds of policy: the ban traffic signal that is the mandatory vehicle direction and the control traffic signal phase time cycle. The former avoids traffic flow expanding to other areas, the latter accelerates traffic flow that has left congested areas and shortens the duration of temporary blocking traffic flow by traffic lights, and then reduces the vehicle load on the road through the experimental simulation results. It can effectively reduce the overall traffic density and road queue vehicles, which proves that this study can effectively eliminate the congestion caused by traffic accidents.

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Xie, Bo-Yang, and 謝博仰. "Simulation of Urban Traffic Congestion Strategies Using Cell Transmission Model." Thesis, 2019. http://ndltd.ncl.edu.tw/handle/9rjemn.

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碩士
國立宜蘭大學
電機工程學系碩士班
107
In recent years, urban transportation has developed rapidly, traffic congestion and traffic incidents under a limited road area have resulted in fuel consumption and increased human travel time. However, a lot of traffic congestion methods have been proposed. In this study, we propose two-level traffic congestion control strategies which according to the order of formation of traffic jams, are classified into three areas: A, B, and C to prevent traffic jams caused by accidents: (1) ban light is used to stop vehicles from driving in the direction of an accident, and (2) warning light is used to guide vehicles not to drive in the direction of an accident zone. In addition, we simulate a two-way traffic network by using CTM (Cell Transmission Model). In the road network simulation, we construct an 8 by 8 format traffic network model. All the vehicles entering the model are inferred from the distribution equation of the CTM in the road network, and all the routes in the road network are collected. Vehicle parameters include traffic density and congestion lane values. We also verify the effectiveness of our control strategy on the two-way traffic network. The simulation results show that are three key parameters can influence the traffic jams such as: the control strategy starting time, the rate of vehicle routes changed and the traffic density. Simulation results show our traffic congestion strategy is useful in urban traffic network systems.

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Chen, Xiao. "Traffic Signal Control in Congested Urban Networks: Simulation-based Optimization Approach." Doctoral thesis, 2014. http://hdl.handle.net/10316/27072.

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Congestion has become a global phenomenon, in particular in great urban areas in which daily traffic jams are in most cases a major concern. Managing signal plans efficiently is one of the most cost-effective methods. However, existing signal control strategies are less powerful in handling congested network with spillbacks and grid-type topology. Enhancing the reliability of our networks is currently recognized as a critical goal in the US and in Europe. There is extensive evidence that indicates that travel time reliability is accounted by travelers in a variety of travel decisions, such as departure time and route choice. Hence, operating our networks such as to reduce both the average and the variability of trip travel times would be highly valued by travelers. How- ever, urban traffic management strategies are typically formulated such as to improve first-order performance metrics (e.g. expected trip travel times, expected link speeds). The main challenge in addressing reliability in traditional transportation optimization problems is the need to provide an accurate analytical and tractable approximation of trip travel time distribution, or of its first- and second-order moments. The complex between-link spatial-temporal dependency patterns makes accurate analytical modeling of urban road networks a challenge. In particular when the aim is to model metrics related to the paths chosen by the drivers, in order to reflect driver experiences. Thus, this work proposes new signal control strategies for large-scale congested urban networks that can tackle these challenges. In this thesis, a simulation-based optimization (SO) is used to address traffic signal control problems. Microscopic simulators describe in detail the interactions between vehicle performance, traveler behavior and the underlying transportation infrastructure. They can ultimately contribute to the design of traffic management strategies, providing detailed system performance estimates to infer the design and operations of urban networks. To ensure the computational efficiency, an analytical approximation of objective function is needed. We develop different formulations of travel time reliability based on both link travel time and path or trip travel time distributional information, and then use those formulations in signal design strategies to fulfill the reliability requirements. We also design a simulation-based adaptive traffic signal control algorithm to adjust signals plans dynamically according to real-time traffic conditions. We apply the reliable signal control strategy to both city center and the full city of Lausanne. The proposed simulation-based adaptive traffic signal control algorithm is applied to a grid-type urban network with heavy traffic in east Manhattan area (New York City, USA). In both cases, proposed methods lead to signal plan with better performance in terms of various performance metrics.
O congestionamento tornou-se um fenómeno global, com particular relevância no caso das grandes áreas urbanas onde os engarrafamentos rodoviários são por norma uma preocupação diária. A gestão eficiente de planos sinaléticos é certamente um das formas mais rentáveis de lidar com este fenómeno. No entanto, as estratégias existentes para o controle de sinal semafóricos são por norma pouco poderosas na manipulação de redes congestionadas de tipologia reticulada e que sofrem de efeitos spillback. Melhorar a fiabilidade das nossas redes é atualmente reconhecido como um objetivo fundamental, tanto nos EUA como na Europa. Há uma ampla evidência sobre como a fiabilidade tempo de viagem é considerada por viajantes em uma variedade de decisões de viagem, tais como na escolha do horário de saída e da rota de viagem. Assim, operar as redes rodoviárias por forma a reduzir tanto a média como a variabilidade dos tempos de viagem seria muito valorizado pelos viajantes. No entanto, as atuais estratégias de gestão do tráfego urbano são normalmente formuladas de modo a apenas melhorar os indicadores de desempenho de primeira ordem (como é o casa dos tempos de viagem esperados ou as velocidades esperadas nos eixos). O principal desafio na abordagem de introduzir objetivos de fiabilidade em problemas de otimização de transporte tradicionais é a necessidade de encontrar uma aproximação analítica útil e precisa para a distribuição do tempo de viagem, ou seja, para os seus momentos de primeira e de segunda ordem. A complexidade das dependências entre os eixos da rede e as próprias relações espaço-temporais, torna a modelação analítica exata da rede rodoviária um desafio. Em particular quando se pretende modelar indicadores de performance ao nível dos percursos tomados pelos condutores, de forma a refletir as experiências de viagem dos condutores. Este trabalho propõe por isso novas estratégias de controlo semafórico, que conseguem lidar com os desafios indicados e que são particularmente úteis para redes urbanas congestionadas de grande escala. Nesta tese, um modelo de otimização baseada em simulação (SO) é usado para tratar problemas semafóricos de controle de tráfego. Os simuladores microscópicos descrevem em detalhe as interações entre o desempenho do veículo, o comportamento dos condutores e a infraestrutura de transporte subjacente. Eles podem contribuir para o desenvolvimento de estratégias de gestão de tráfego, proporcionando estimativas detalhadas do desempenho do sistema que podem ser usadas tanto no planeamento como na avaliação da performance de redes urbanas. No entanto, para assegurar a eficiência computacional, é necessária lidar com uma aproximação analítica da função objetivo. Para isso, desenvolvemos diferentes formulações de fiabilidade do tempo de viagem, com base em distribuições tanto do tempo de viagem nos eixos como do tempo de viagem no percurso ou viagem. Essas formulações foram posteriormente usadas no desenvolvimento de estratégias que preenchem os requisitos em termos da fiabilidade dos tempos de viagem. Desenvolveu-se ainda um algoritmo de controle reactivo de semáforos baseado em simulação, de modo a ajustar os planos semafóricos dinamicamente de acordo com as condições de tráfego em tempo real. A estratégia de fiabilidade para o controle semafórico proposta nesta tese é aplicada tanto à rede do centro da cidade de Lausanne como à rede completa da mesma cidade. O algoritmo de controle semafórico reactivo com base em simulação é aplicado a uma rede urbana reticulada, com elevados níveis de tráfego, na zona leste da Ilha de Manhattan (Nova York, EUA). Em ambos os casos, os métodos propostos obtêm planos semafóricos com melhor desempenho em termos das várias medidas de desempenho usadas.

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Macedo, José Luís Pereira. "An integrated framework for multi-paradigm traffic simulation." Master's thesis, 2013. http://hdl.handle.net/10216/72541.

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Dissertations / Theses on the topic 'Urban Traffic Simulator'

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