Tesi: "Motorways"

1

Al-Awayed, Abdulaziz Mohammed. "Evaluation of motorist services on Saudi Arabian motorways". Thesis, University of Newcastle Upon Tyne, 1991. http://hdl.handle.net/10443/574.

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Road development in Saudi Arabia is considered one of the major products of the social and economic development that the country has witnessed in the last two decades. In the last decade, motorways were built to connect major population centres in the Kingdom using high international standards (Figure 1.1). However, the motorway service areas which took place along these motorways sides were incompatible with the motorway system. This disparity in standards between the motorways and the motorway services is related to the planning, design, development, and facilities outcome in these service areas in contrast to similar services provided in more developed countries. Many factors have definitely contributed to the formation of the existing services, because they were the outcome of a set of planning and development procedures which involves different interests from different contributors such as the governmental controlling authorities, the operators of the service areas, and the users themselves.

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2

Merriman, Peter Richard. "M1 : a cultural geography of an English motorway, 1946-1965". Thesis, University of Nottingham, 2001. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.394741.

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3

Zia, Faisal Faraj. "Traffic operation at merges on motorways and dual carriageways". Thesis, Cardiff University, 1992. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.260242.

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4

Gordon, Rachel Joanne. "Ordering networks : motorways and the work of managing disruption". Thesis, Durham University, 2012. http://etheses.dur.ac.uk/6347/.

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This thesis contributes to a new understanding of the motorway network and its traffic movements as a problem of practical accomplishment. It is based on a detailed ethnomethodological study of incident management in the Highways Agency’s motorway control room, which observes the methods operators use to detect, diagnose and clear incidents to accomplish safe and reliable traffic. Its main concern is how millions of vehicles can depend on the motorway network to fulfil obligations for travel when it is constantly compromised by disruption from congestion, road accidents and vehicle breakdowns. It argues that transport geography and new mobilities research have overlooked questions of practical accomplishment; they tend to treat movement as an inevitable demand, producing fixed technical solutions to optimise it, or a self-evident phenomenon, made meaningful only through the intensely human experience of mobility. In response, the frame of practical accomplishment is developed to analyse the ways in which traffic is ongoingly organised through the situated and contingent practices that take place in the control room. The point is that traffic does not move by magic; it has to be planned for, produced and persistently worked at. This is coupled with an understanding of network topology that reconsiders the motorway network as always in process by virtue of the materially heterogeneous relations it keeps, drawing attention to the intensely collaborative nature of work between operators and technology that permits the management of disruption at-a-distance and in real time. This work is by no means straightforward – the actions of monitoring, detecting, diagnosing and classifying incidents and managing traffic are revealed to be complexly situated and prone to uncertainty, requiring constant ordering work to accomplish them. In conclusion, this thesis argues for the frame of practical accomplishment to be taken seriously, rendering the work of transport networks available for sustained analysis.

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5

Strömgren, Per. "Modelling of Traffic Performance for Swedish Roads and Motorways". Doctoral thesis, KTH, Transportplanering, ekonomi och teknik, 2016. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-185930.

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This thesis consists of five scientific articles oriented towards capacity. Managing capacity constraints with associated delays is a big issue at new design as well as at trimming existing traffic facilities. In larger Swedish cities these challenges have become more and more important as a result of growing traffic demand due to rapid population increase.Models for estimating capacity and delay are available, but not many are calibrated for Swedish conditions due to the high effort required. This thesis documents development and calibration of new models for motorway links, entry and exit lanes and weaving areas and an developed space-time model with the ability to calculate queue length, delay, etc.The first article is focused on identifying weaknesses in the former Swedish capacity method for motorways, and development of new models overcoming these shortcomings. The development includes new models for jam density at queue, capacity in weaving areas and fundamental flow-density relationships for 15 different highway types for inclusion in the new Swedish capacity manual.The second article describes the development of a Swedish motorway space-time model to estimate travel times and queues in oversaturated conditions based on the American FREEVAL model in Highway Capacity Manual 2010 (HCM 2010). Calibration and validation of the model has been performed with data from the Motorway Control System (MCS) in Stockholm. A good correspondence was obtained for most cases, but further calibration and validation efforts are required for entry and exit lanes.The third article describes further development of the intersection model in the Swedish microscopic model “Rural Traffic Simulator (RuTSim). This is a continuation of the work documented in the author’s licentiate thesis published in 2002. The development focused on simulation of intersections using a new concept on lane use not included in the old RuTSim model. The model describes Swedish rural intersections with flared approaches providing a non-discreet lane use due to vehicle types in queue. New data for calibration and validation data was also generated. The validation results showed good correspondence between simulated and empirical delay results. The new intersection model is now implemented in RuTSim, providing new tools for estimation of capacity, delay and queue length already included in Swedish guidelines and capacity manuals/software (Capcal).The fourth article describes the development of a new capacity model for roadwork zones. Focus is on the resulting capacity of one lane due to several reduction factors. These factors include impacts of closed road shoulders, reduction of number of lanes, diversion of traffic to the opposite carriageway, commuting traffic, length of work zone, lane width and type of road work. The first two correction factors were successfully validated in a full-scale test on the E6 motorway in Gothenburg.The fifth article describes development and implementation of a new harmonization algorithm for MCS systems on motorways designed to increase bottleneck capacity and throughput. Two different models were developed, one of which was implemented in the existing MCS system on E4 Södertäljevägen south of Stockholm. Full-scale trials were carried out with a model based on trigger levels in terms of flow. The second model based on the difference in the variance of speed during two following time periods was tested offline also with very good results.

QC 20160429

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6

Jiang, Like. "Interaction and integration of visual and noise impacts of motorways". Thesis, University of Sheffield, 2015. http://etheses.whiterose.ac.uk/13415/.

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This study aimed to achieve a better understanding of the visual and noise impacts of motorways and their integrated impact on the environmental quality via an aural-visual interaction approach, to contribute to more reliable and efficient assessments of the impacts. The study was based on perceptual experiments involving human participants using computer-visualised scenes and edited audio recordings as experimental stimuli. Factors related to road project characteristics and existing landscape characters that potentially influence the perceived visual impact of motorways were first investigated on without considering the impact from moving traffic. An online preference survey was conducted for this part of study. The results showed substantial visual impact from motorways especially in more natural landscapes and significant increase in the impact by opaque noise barriers. Map-based predictors were identified and a regression model was developed to predict and map the perceived visual impact in GIS. The second part of the study investigated the effects of traffic condition, distance to road and background landscape on the perceived visual impact of motorway traffic, and the contribution of traffic noise to the perceived visual impact. A laboratory experiment was carried out where experimental scenarios were presented to participants both with and without sound. The results showed significant visual impact from motorway traffic which was higher in the natural landscape than in the residential counterpart, increased by traffic volume and decreased by distance. Noise increased the perceived visual impact by a largely constant level despite changes in noise level and other factors. With findings on visual impact from above studies and knowledge on noise impact from current literature, the third part of this study, with a second laboratory experiment, investigated on the perceived integrated impact of visual intrusion and noise of motorways, and explored the predictability of the impact by noise exposure indices. The results showed that traffic volume expressed by noise emission level was the most influential factor, followed by distance and background landscape. A regression model using noise level at receiver position and type of background landscape as predictors was developed, explaining about a quarter of the variation in the perceived impact. Concerning the acoustical and visual effects of noise barriers found on perceived environmental quality, the fourth part of the study focused on mitigation of the integrated visual and noise impact by noise barrier. A third laboratory experiment was conducted and the results showed that noise barriers always had either beneficial or insignificant effect in mitigating integrated impact, and the effect was largely similar to that of tree belt. Generally, barriers varying in size and transparency did not differ much in their performance, but there seems to be some difference by barrier size at different distances. Lastly, using the above findings of this study, impact mappings as possible prototype of more advanced tools to assist visual and noise impact assessment were demonstrated.

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7

Morales, Fusco Pau. "Roll-on/roll-off terminals and truck freight : improving competitiveness in a motorways of the sea context". Doctoral thesis, Universitat Politècnica de Catalunya, 2016. http://hdl.handle.net/10803/403713.

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In recent years transport policy at an European Level has been focused on reducing the share of road transportation and promote alternative transportation means in order to reduce road congestion and carbon footprint. One of the solutions proposed has been promoting Short Sea Shipping (SSS) transportation combined with land transportation to become a door-to-door alternative to the monomodal road alternative. The maritime centered option would hit to birds with a stone: reduce congestion in the most urbanized areas of the European Union and partly replacing heavy polluting truck haulage for an environmentally friendlier option. The European Commission launched many polices and initiatives to make the modal shift happen, the crown jewel being the launch of multiple initiatives promoting the establishment of a system of Motorways of the Seas. Those are links between ports with higher standards in terms of travel time, costs and flexibility, which can compete one-on-one with road haulage among the countries in the Union. Despite different efforts from the public administration to kick off MoS lines and ensure their competitiveness, the expected momentum is still yet to come. In the light of this, this thesis aims at providing tools to assess the competitiveness of existing and MoS line to-be, to quantify the room for improvement available and the effects that some changes at an operational and strategical level might have on the success of any specific line. Particularly, the thesis presented aims at three specific objectives: (1) to identify the strategic potential of SSS in all its forms, considering the characteristics of the demand (goods to be moved) and the role of RoRo and MoS shipping in the global picture; (2) to identify the most sensible procedures in RoRo terminals operation to be addressed to improve their performance and perception from the end user, and; (3) To understand the costs of the supply chain, and the cost structure of RoRo shipping lines, and their sensitiveness in front of market changes, pricing and public funding policies. To approach each issue different qualitative, analytical and simulating models are used depending on the concerned problem. The strategic assessment makes use interviews to identify the main requirements that a transporter might face when dealing with SSS. The role of the terminal is assessed by means of two separate models: from one side an analytical model is used to assess the relationship between capacity and quality by means of quantifying the service time the ship spends in a port and calculate the probability of delays. On the other side, the resilience of the port is assessed with an arborescence interlinking its current vulnerabilities, their causes and effects and their probability to happen. Finally, and regarding the business models, first a cost and time model is constructed for each of them and tested against variations on some of the variables and from there, a tool to calculate the optimal deployment of the shipping line to ensure the maximum shift (or profit) is provided. In that case, the model is complemented with the adaptation of a transportation discrete choice model. Overall, the tools should be helpful to assess the potential of a shipping line from its planning level to its final operational deployment.
Els darrers anys, la política de transports a nivell europeu s'ha focalitzat en reduir el pes del transport per carretera de mercaderies i promoure mitjans de transport que li siguin alternatius, com a mesures per reduir la congestió a les carreteres i la petjada ecològica. Una de les solucions que s'ha posat sobre la taula, és l'anomenat Transport Marítim de Curta Distància (TMCD o SSS, en les seves sigles en anglès), com a una veritable alternativa bimodal (ferrocarril/carretera combinats amb transport marítim) a l'opció de transport monomodal per carretera. Diversos estudis certifiquen que el transport porta-a-porta transcorregut parcialment amb TMCD acostuma a registrar menors externalitats (bàsicament costos ambientals i de congestió) que el transport per carretera per cada tona transportada. Des d'un punt de vista operatiu, el TMCD i especialment la seva versió en forma d'Autopistes del Mar (AdM o MoS), enteses com a enllaços entre ports amb altes prestacions pel que fa a temps de viatge, flexibilitat i freqüència a un cost competitiu s'han estudiat àmpliament com a una alternativa directa i equivalent al transport per carretera. Però malgrat els esforços fets des de l'administració pública per promoure les línies d'AdM i assegurar-ne la competitivitat, aquestes no han obtingut l'impuls previst inicialment. L'objectiu d'aquesta tesi, de fet, és proveir un conjunt d'eines per tal d'avaluar la competitivitat de qualsevol AdM i quantificar-ne el marge de millora i l'efecte que alguns canvis a nivell operatiu i estratègic podrien tenir en la seva competitivitat , tan a nivell operatiu com estratègic, per tal de garantir-ne la competitivitat futura. De forma més específica, la tesi que aquí es presenta, analitza tres aspectes específics de les AdM: (1) Quines característiques a de tenir el seu mercat potencial a nivell estratègic, (2) con rol prenen les terminals portuàries, enteses com la baula dèbil de la cadena de transport, a nivell de la valoració qualitativa de la cadena de transport per part del seu usuari final i (3), possibles models de negoci pel transportista / propietari de la mercaderia per treure el màxim profit de les AdM. Cada un dels tres aspectes s'adreça mitjançant eines diferenciades que s'adaptin a la problemàtica plantejada. L'anàlisi estratègic es basa en entrevistes a usuaris de cadenes de transport per establir els principals requeriments del transportista que es pugui plantejar l'ús d'una AdM. A partir dels requeriments, es defineixen diversos models de cadena de transport, arribant a la conclusió que les cadenes 'push-pull' i 'push against stock' són les candidates que més es beneficiarien d'una AdM, almenys a nivell estratègic. El rol de la terminal s'analitza qualitativament analitzant-ne dos aspectes per separat: d'una banda es crea un model basat en una combinació de valors d'origen estocàstic, determinista i via simulació, per calcular el temps d'operació mínim d'un buc de càrrega rodada a una terminal marítima i la relació que hi ha entre nivell d'ús de la terminal i la seva capacitat. D'altra banda, també s'estableix un marc per quantificar la vulnerabilitat i resiliència de la terminal davant de elements que afectin la seva normal operació i com aquests poden afectar la qualitat percebuda del servei. Finalment, pel que fa als models de negoci pels transportistes, es construeix un model de costos i temps per cada un d'ells, se n'analitza la sensibilitat i el pes de les principals variables que els afecten com a eina per calcular el model de negoci, les característiques de la línia marítima i les tarifes de base a cobrar des de la perspectiva de la naviliera. Per assolir-ho, el model es complementa amb l'adopció d'un model d'elecció modal. Preses conjuntament, es proporciona una metodologia per ajudar a avaluar el potencial de futures AdM o millorar les existents i l'efecte que hi poden tenir les actuals i futures polítiques de transport.

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8

Brennan, Wayne. "An Analysis of the Performance of Low Capacity Diversion Routes during Motorway Incidents". Thesis, Griffith University, 2008. http://hdl.handle.net/10072/365509.

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The effective operation of any transport infrastructure component is essential in maintaining and developing the growth of communities, towns and cities. In particular peak traffic times it may be hard for the transport agency to keep the network operating in an optimal state, as there may be many conflicting priorities. When an incident happens on the road network, Incident Management procedures and plans play a major role in helping the network work through the impacts of the incident to achieve pre-incident traffic conditions. There are many objectives with these incident management programs including reducing costs, delays and emissions while trying to provide benefits to the wider community. Part of the incident management plan may include the use of a diversion route where incident-induced traffic queues are directed from the incident bound motorway, around the incident site, to later re-join the motorway. The ability of this diversion route to cope with this extra traffic can be measured qualitatively and quantitatively by examining level of service and capacity criterion respectively. The rate of diversion from the motorway plays a major part in determining the optimal operating conditions for a diversion route, particularly if the diversion route has a small capacity. Unfortunately, low capacity usually plays hand in hand with low level of service and as such, the achievement of a fine working diversion route during motorway incidents is paramount. With the addition of another diversion route, the management of incident-induced traffic queues could be seen as a little easier, but this may not be totally true. The present research aims to address these difficulties which are faced by road and transport operating authorities. This is achieved primarily by the use of a traffic microsimulator (AIMSUN) which can be used to model different incident scenarios to give an indication of how to effectively use a diversion route network with the aim to restore pre-incident traffic conditions. These outcomes can then be utilised by Traffic Management Centres in their incident management procedures and be further used (with some modifications if necessary) to other areas of motorways in this local area and other parts of the state.
Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
Griffith School of Engineering
Science, Environment, Engineering and Technology
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9

Bevrani, Kaveh. "The development of a naturalistic car following model for assessing managed motorway systems' safety effects". Thesis, Queensland University of Technology, 2013. https://eprints.qut.edu.au/61499/6/Kaveh_Bevrani_Thesis.pdf.

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This thesis highlights the limitations of the existing car following models to emulate driver behaviour for safety study purposes. It also compares the capabilities of the mainstream car following models emulating driver behaviour precise parameters such as headways and Time to Collisions. The comparison evaluates the robustness of each car following model for safety metric reproductions. A new car following model, based on the personal space concept and fish school model is proposed to simulate more precise traffic metrics. This new model is capable of reflecting changes in the headway distribution after imposing the speed limit form VSL systems. This research facilitates assessing Intelligent Transportation Systems on motorways, using microscopic simulation.

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10

Lepori, Chiara <1977&gt. "Strategies and procedures for the development of intermodal freight transport in Europe: the role of motorways of the sea services and railway terminals". Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2009. http://amsdottorato.unibo.it/1773/1/Lepori_Chiara_tesi.pdf.

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Since the birth of the European Union on 1957, the development of a single market through the integration of national freight transport networks has been one of the most important points in the European Union agenda. Increasingly congested motorways, rising oil prices and concerns about environment and climate change require the optimization of transport systems and transport processes. The best solution should be the intermodal transport, in which the most efficient transport options are used for the different legs of transport. This thesis examines the problem of defining innovative strategies and procedures for the sustainable development of intermodal freight transport in Europe. In particular, the role of maritime transport and railway transport in the intermodal chain are examined in depth, as these modes are recognized to be environmentally friendly and energy efficient. Maritime transport is the only mode that has kept pace with the fast growth in road transport, but it is necessary to promote the full exploitation of it by involving short sea shipping as an integrated service in the intermodal door-to-door supply chain and by improving port accessibility. The role of Motorways of the Sea services as part of the Trans-European Transport Network is is taken into account: a picture of the European policy and a state of the art of the Italian Motorways of the Sea system are reported. Afterwards, the focus shifts from line to node problems: the role of intermodal railway terminals in the transport chain is discussed. In particular, the last mile process is taken into account, as it is crucial in order to exploit the full capacity of an intermodal terminal. The difference between the present last mile planning models of Bologna Interporto and Verona Quadrante Europa is described and discussed. Finally, a new approach to railway intermodal terminal planning and management is introduced, by describing the case of "Terminal Gate" at Verona Quadrante Europa. Some proposals to favour the integrate management of "Terminal Gate" and the allocation of its capacity are drawn up.

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11

Lepori, Chiara <1977&gt. "Strategies and procedures for the development of intermodal freight transport in Europe: the role of motorways of the sea services and railway terminals". Doctoral thesis, Alma Mater Studiorum - Università di Bologna, 2009. http://amsdottorato.unibo.it/1773/.

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Abstract (sommario):

Since the birth of the European Union on 1957, the development of a single market through the integration of national freight transport networks has been one of the most important points in the European Union agenda. Increasingly congested motorways, rising oil prices and concerns about environment and climate change require the optimization of transport systems and transport processes. The best solution should be the intermodal transport, in which the most efficient transport options are used for the different legs of transport. This thesis examines the problem of defining innovative strategies and procedures for the sustainable development of intermodal freight transport in Europe. In particular, the role of maritime transport and railway transport in the intermodal chain are examined in depth, as these modes are recognized to be environmentally friendly and energy efficient. Maritime transport is the only mode that has kept pace with the fast growth in road transport, but it is necessary to promote the full exploitation of it by involving short sea shipping as an integrated service in the intermodal door-to-door supply chain and by improving port accessibility. The role of Motorways of the Sea services as part of the Trans-European Transport Network is is taken into account: a picture of the European policy and a state of the art of the Italian Motorways of the Sea system are reported. Afterwards, the focus shifts from line to node problems: the role of intermodal railway terminals in the transport chain is discussed. In particular, the last mile process is taken into account, as it is crucial in order to exploit the full capacity of an intermodal terminal. The difference between the present last mile planning models of Bologna Interporto and Verona Quadrante Europa is described and discussed. Finally, a new approach to railway intermodal terminal planning and management is introduced, by describing the case of "Terminal Gate" at Verona Quadrante Europa. Some proposals to favour the integrate management of "Terminal Gate" and the allocation of its capacity are drawn up.

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12

Dang, Khanh Linh. "Les autoroutes de la mer". Thesis, Le Havre, 2014. http://www.theses.fr/2014LEHA0023/document.

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Le transport intérieur de marchandises de l’Union européenne (UE) se caractérise par la domination du transport routier. En tant que mode le plus utilisé, le transport routier génère les coûts externes les plus considérables. Il est le responsable principal de la congestion routière et des émissions de CO2 qui sont les deux problèmes majeurs du système européen de transport de marchandises. Pour lutter contre ces deux problèmes, l’UE investit des fonds publics dédiés à la construction de nouvelles infrastructures afin d’augmenter leur capacité et de répondre à la demande de transport. De plus, elle favorise les solutions permettant d’alléger les trafics routiers comme le transfert modal d’une partie du trafic routier saturé vers d’autres modes moins polluants. Dans ce contexte, l’UE a promu les autoroutes de la mer (AdM). Nous avons analysé le contexte de développement des AdM, leur positionnement dans le système de transport et leur perspective de développement dans l’UE pour clarifier leur concept et étayer leur pertinence. En effet, pour répondre aux objectifs de l’UE de l’éliminer la congestion routière et de réduire les émissions de CO2, les AdM sont développées pour diminuer le trafic des poids lourds circulant sur les routes. Dans ce cas, la technique du navire roulier permettant de transporter des poids lourds semble adaptée. Les AdM constituent un nouveau parcours pour la construction d’itinéraire d’acheminement des marchandises des transporteurs routiers. Elles offrent une solution moins couteuse que le « tout routier ». En utilisant les AdM, les transporteurs routiers peuvent réduire les émissions de CO2 dues à leur activité grâce à la diminution de la distance routière parcourue. Ainsi, les AdM constituent un mode de transport complémentaire du transport routier. Dans le cadre de la France, les trafics routiers de marchandises se composent d’une part important des flux de transit. De plus, à cause des obstacles naturels à la frontière tels que les Pyrénées, les Alpes et la Manche, les flux de transit se concentrent sur deux axes routiers principaux : l’un, du nord au sud de la France et l’autre, à bord de la Méditerranée. En favorisant le transfert modal de la route vers la mer, la mise en œuvre des AdM permet d’alléger les trafics sur ces axes. Dans ce contexte opérationnel, les ports jouent ainsi un rôle important. Situé au nord de la France, le port du Havre serait impliqué pour alléger le trafic routier du nord au sud de la France. Ainsi, nous avons étudié le cas du port du Havre pour évaluer la possibilité de ce transfert modal
The inland freight transport in the European Union is characterized by the domination of road transport. As the most used, road transport generates the most significant external costs. It is primarily responsible for traffic congestion and CO2 emissions which are the two major problems of the European system of freight transport. To fight against these problems, the EU invests public funds dedicated to the construction of new infrastructure to increase capacity and meet the demand for transport. In addition, it promotes solutions to alleviate road traffic as a modal shift from road traffic saturated to less polluting modes. In this context, the EU has promoted the motorways of the sea (MoS). We analyzed the development context MoS, their position in the transportation system and development prospect in the European Union to clarify its concept and its relevance. In order to meet the objectives of the EU to eliminate congestion and reduce CO2 emissions, MoS are developed to reduce the heavy vehicle driven on the road. In this case, the technique of rollon/ roll-off to carry heavy weight seems appropriate. MoS are new routes for the construction of routings goods hauliers. They offer a less expensive than the "all roads" solution. Using MoS, hauliers can reduce CO2 emissions thank to reducing the roadway travel. For this reason, the MoS are a complementary mode of road transport. In France, road freight traffic accounts for a large number of transit flows. Also, the number of border crossings is limited due to natural barriers of the Pyrenees, the Alps and the English Channel. Congestion is therefore serious on two main roads: one from north to south of France and the other go along the Mediterranean Sea. Promoting modal shift from road to sea by the implementation of MoS, part of the traffic of these axes and points of saturated transition could be carried over the sea. Ports thus play an important role to make the shift from land to sea. Located in northern France, the port of Le Havre can be involved to ease the traffic from north to south of France. We studied the case of the port of Le Havre to assess the feasibility of this modal shift

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13

Valois, Nayara Amaral Lima de. "Requisitos para modelo de operação da cabotagem de cargas conteinerizadas no Brasil: a utilização de terminais rápidos". Universidade de São Paulo, 2014. http://www.teses.usp.br/teses/disponiveis/3/3135/tde-27072015-160032/.

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Abstract (sommario):

Este estudo propõe requisitos para a adequação da operação de cabotagem de contêineres nos terminais portuários brasileiros. Esta adequação transforma os terminais convencionais em terminais marítimos denominados aqui como rápidos. O conceito de terminais eficientes utilizado pelo projeto europeu Motorways of the Sea - MoS serviu como referência para o desenvolvimento da proposta. A metodologia utilizada fundamentou-se na coleta de dados através de entrevistas semiestruturadas a usuários da cabotagem, além de questionário online com especialistas e simulação por eventos discretos da operação de cabotagem. As respostas das entrevistas direcionaram o estudo para fatores de melhorias relacionados a processos de liberação da carga por parte de órgãos de fiscalização, custos portuários e controles alfandegários. A avaliação das respostas do questionário online se fez por meio de uma variação da técnica Delphi com Q-sort que consolidou as respostas em cinco categorias: administrativo/fiscal, custos, hinterlândia, infraestrutura e operacional. O modelo de simulação de eventos discretos verificou os dados operacionais e avaliou as diferenças entre a operação dos terminais convencionais e de terminais compatíveis com o modelo do projeto MoS. Os principais requisitos propostos são: a melhoria no processo de fiscalização com a simplificação nas inspeções e liberações das cargas; a redução de fretes para transporte de carga porta-a-porta; a existência de acessos terrestres (rodoviário/ferroviário) para interconexões entre os modais; a disponibilidade de infraestrutura adequada (equipamentos) para uso nos terminais; e a minimização de tempos operacionais e de entrega porta-a-porta. Uma derivação da técnica Matriz QFD (Quality Function Deployment) foi utilizada para obtenção do sequenciamento dos requisitos propostos. O estudo verificou que a aplicação dos requisitos salienta as oportunidades de melhorias na operação de cabotagem nos terminais brasileiros. Também ficou evidenciado a possibilidade de adequação dos terminais convencionais em terminais rápidos, mediante a aplicação do sequenciamento obtido para os requisitos propostos.
This study proposes requirements for the adequacy of Short Sea Shipping (SSS) operation in Brazilian container port terminals. This adaptation transforms conventional port terminals into maritime terminals called \"fast\". The concept of \"eficient terminals\" of the European project Motorways of the Sea MoS served as reference for the development of this proposal. The methodology was based on data collection through semi-structured interviews with SSS users as well as an online questionnaire with experts and discrete event simulation of SSS terminals. The responses from the interviews directed the study to factors related to processes of cargo release by regulatory agencies, port costs and customs controls. The evaluation of the online questionnaire responses was done by means of a variation of the Delphi technique with Q-sort that consolidated the responses in five aspects: administrative, costs, hinterland, infrastructure and operational. The discrete event simulation model verified operational data and evaluated the differences between the operation of conventional terminals and those compatible with the MoS project model. The main proposed requirements are: the process improvement to reduce inspections and cargo clearances, the freight reduction on cargo door-to-door transportation, the existence of land access (road/rail) for interconnections between modes, the availability of adequate infrastructure (equipment) for terminal use and the decrease of operating times and door-to-door delivery. The Quality Function Deployment (QFD) matrix technique was used to obtain a sequencing order for the proposed requirements. The study found that the requirements application highlights the improvement opportunities in SSS operation in Brazilian terminals. It was also evidenced the possibility of conversion of these conventional terminals on \"fast\" terminals, with the requirements sequencing order application.

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14

Borsati, Mattia. "Empirical Essays on Transport and Regional Economics: Safety, Intermodality, and Commuting Dynamics". Doctoral thesis, Università degli studi di Trento, 2020. http://hdl.handle.net/11572/268170.

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Abstract (sommario):

The following doctoral thesis, sponsored by Autostrada del Brennero S.p.A. (an Italian highway concession company in charge of managing toll roads) consists on empirical essays at the crossroad between transport and regional economics. They focus on different aspects that directly involve motorways (i.e, safety, intermodality, and commuting dynamics) and they are aimed at providing further evidences that transport institutions and policy makers could take into account throughout their decision-making processes. The first chapter presents a research article that seeks to determine the impact of an average speed enforcement system in reducing highway accidents. Indeed, at the end of 2005, Autostrade per l'Italia (ASPI) and the Italian traffic police progressively deployed along the Italian tolled motorway network an average speed enforcement system, named Safety Tutor, able to determine the average speed of vehicles over a long section to encourage drivers to comply with speed limits and improve safety. To empirically test the extent to which Safety Tutor led to a reduction in both total and fatal accidents on Italian highways during the period of 2001-2017, we carried out a generalized difference-in-differences estimation using a unique panel dataset that exploits the heterogeneous accident data within all tolled motorway sectors in a quasi-experimental setting. To deal with the potential endogeneity of the non-random placement of Safety Tutor sites, we utilized an instrumental variable strategy by using the network of motorway sectors managed by ASPI and its controlled concessionaires from 2005 onwards (i.e., when the technology was available) as an instrument to predict Safety Tutor adoption. We found that a 10% increase in Safety Tutor coverage led to an average reduction in total accidents of 3.9%, whereas there is no evidence of a significant causal effect of Safety Tutor in reducing fatal accidents. The second chapter presents a research article that seeks to investigate the inter-modal competition between motorway and high-speed rail (HSR) services, as the extent to which HSR demand could be the result of a modal shift from motorways is a relevant issue in any cost-benefit analysis of HSR investments. Indeed, the development of HSR has had a notable impact on modal market shares on the routes on which its services have been implemented. To analyse whether the HSR expansion in Italy has led to a modal shift from motorway to HSR, we empirically test i) whether HSR openings adjacent to motorway sectors have reduced the total km travelled by light vehicles on these sectors during the period 2001-2017; and ii) whether this reduction has been persistent or even more evident after the opening of on-track competition between two HSR operators. To do so, we carried out a generalized difference-in-differences estimation, using a unique panel dataset that exploits the heterogeneous traffic data within all tolled motorway sectors in a quasi-experimental setting. Our findings reveal that neither HSR openings nor the opening of on-track competition led to a modal shift from motorway to HSR services, as the two transport modes are non-competing. Conversely, HSR expansion had a slightly positive impact on motorway traffic. The third chapter presents a data article in a “data in brief” format that describes a dataset on municipality-to-municipality commuting patterns in Italy over the 1991, 2001, and 2011 censuses aimed at investigating the role of transport infrastructures and the structural transformation of the economy on worker mobility. At this purpose, a core origin-destination dataset on the number of workers moving between municipalities, or within the same municipality, has been linked with further municipality covariates on jobs location, population, and the distances in meters and journey times in minutes between all municipalities. Even though these data are freely available online, they require some tedious work to organize. Therefore, this data article brings the necessary information together and makes the dataset available on request. The dataset offers applied researchers an alternative source of information to shed new lights on the changing shape of urban systems by analysing i) the impact of infrastructural endowment in providing better job accessibility, or ii) the connection between increasing commuting patterns and the structural transformation of the economy due to the tertiarization process from 1991 to 2011.

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15

Borsati, Mattia. "Empirical Essays on Transport and Regional Economics: Safety, Intermodality, and Commuting Dynamics". Doctoral thesis, Università degli studi di Trento, 2020. http://hdl.handle.net/11572/268170.

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Abstract (sommario):

The following doctoral thesis, sponsored by Autostrada del Brennero S.p.A. (an Italian highway concession company in charge of managing toll roads) consists on empirical essays at the crossroad between transport and regional economics. They focus on different aspects that directly involve motorways (i.e, safety, intermodality, and commuting dynamics) and they are aimed at providing further evidences that transport institutions and policy makers could take into account throughout their decision-making processes. The first chapter presents a research article that seeks to determine the impact of an average speed enforcement system in reducing highway accidents. Indeed, at the end of 2005, Autostrade per l'Italia (ASPI) and the Italian traffic police progressively deployed along the Italian tolled motorway network an average speed enforcement system, named Safety Tutor, able to determine the average speed of vehicles over a long section to encourage drivers to comply with speed limits and improve safety. To empirically test the extent to which Safety Tutor led to a reduction in both total and fatal accidents on Italian highways during the period of 2001-2017, we carried out a generalized difference-in-differences estimation using a unique panel dataset that exploits the heterogeneous accident data within all tolled motorway sectors in a quasi-experimental setting. To deal with the potential endogeneity of the non-random placement of Safety Tutor sites, we utilized an instrumental variable strategy by using the network of motorway sectors managed by ASPI and its controlled concessionaires from 2005 onwards (i.e., when the technology was available) as an instrument to predict Safety Tutor adoption. We found that a 10% increase in Safety Tutor coverage led to an average reduction in total accidents of 3.9%, whereas there is no evidence of a significant causal effect of Safety Tutor in reducing fatal accidents. The second chapter presents a research article that seeks to investigate the inter-modal competition between motorway and high-speed rail (HSR) services, as the extent to which HSR demand could be the result of a modal shift from motorways is a relevant issue in any cost-benefit analysis of HSR investments. Indeed, the development of HSR has had a notable impact on modal market shares on the routes on which its services have been implemented. To analyse whether the HSR expansion in Italy has led to a modal shift from motorway to HSR, we empirically test i) whether HSR openings adjacent to motorway sectors have reduced the total km travelled by light vehicles on these sectors during the period 2001-2017; and ii) whether this reduction has been persistent or even more evident after the opening of on-track competition between two HSR operators. To do so, we carried out a generalized difference-in-differences estimation, using a unique panel dataset that exploits the heterogeneous traffic data within all tolled motorway sectors in a quasi-experimental setting. Our findings reveal that neither HSR openings nor the opening of on-track competition led to a modal shift from motorway to HSR services, as the two transport modes are non-competing. Conversely, HSR expansion had a slightly positive impact on motorway traffic. The third chapter presents a data article in a “data in brief” format that describes a dataset on municipality-to-municipality commuting patterns in Italy over the 1991, 2001, and 2011 censuses aimed at investigating the role of transport infrastructures and the structural transformation of the economy on worker mobility. At this purpose, a core origin-destination dataset on the number of workers moving between municipalities, or within the same municipality, has been linked with further municipality covariates on jobs location, population, and the distances in meters and journey times in minutes between all municipalities. Even though these data are freely available online, they require some tedious work to organize. Therefore, this data article brings the necessary information together and makes the dataset available on request. The dataset offers applied researchers an alternative source of information to shed new lights on the changing shape of urban systems by analysing i) the impact of infrastructural endowment in providing better job accessibility, or ii) the connection between increasing commuting patterns and the structural transformation of the economy due to the tertiarization process from 1991 to 2011.

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16

Muhtar, Adnan. "Green motorway vehicular networks". Thesis, University of Leeds, 2013. http://etheses.whiterose.ac.uk/6342/.

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Abstract (sommario):

The information age has pushed the requirement of data transfer to a vehicular frontier whereby the safety and comfort of drivers can significantly be enhanced by time critical communications in rural and urban areas. Safety along with the growing reliance on infotainment is driving the development of a dedicated vehicular network that spans an allencompassing coverage area. Where safety critical and multimedia applications urge for stringent network requirements, the vehicular environment has posed several obstacles to researchers in meeting those demands. This burden is compounded by growing environmental concerns that have compelled the greening of information and communication technologies including vehicular communication networks. As maintaining quality of service (QoS) for the intended applications is hindered by the dynamic nature of the vehicular environment, innovative protocols and architectures need to be devised and systematically analysed to meet the requirements. Furthermore gains in energy efficiency tend to be achieved by limiting equipment operation, and hence QoS performance. An optimal balance is therefore required to maximise energy savings with bounds on QoS. Furthermore renewable energy solutions provide a green and more flexible alternative power source but their variable nature must be studied to ensure they meet QoS requirements. Finally, with the impracticality and expense of field tests the methodology of accurately studying vehicular networks presents a problem on its own. This thesis designs studies and attempts to improve the QoS and energy performance of a motorway vehicular network by taking account of realistic traffic flows, packet sizes, physical layer characteristics, and wind speeds. The performance of routing protocols such as most forward and shortest hop schemes has been studied and optimised. A number of optimal hop lengths have been determined. Medium access protocols (MAC) such as fixed and dynamic channel allocation, 802.11p and the modified packet reservation protocols have been analysed. A novel micro/macro network architecture has been proposed to enhance energy efficiency by enabling sleep cycles and renewable energy use in road side units. Finally the reliability of wind renewable energy has been investigated.

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17

Wang, Jiao. "A merging model for motorway traffic". Thesis, University of Leeds, 2006. http://etheses.whiterose.ac.uk/748/.

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Motorway merging has long been regarded as a major source of conflicts and congestion on motorways. Traditional studies of merging behaviour are based on gap acceptance models developed mainly for urban intersections, which tend to oversimplify the very complex dynamic interactive merging behaviour involved. It is believed that this research represents the first comprehensive investigation and modelling of dynamic merging interactions at motorway on-ramps. Emphasis has been given to improving the modelling of merging behaviour and in particular to capture the cooperation between the merging and motorway traffic. This research has developed a feasible integrated microscopic simulation framework to model the interactions among traffic in motorway merging sections. This has been achieved by developing an integrated model (MergeSim) consisting of two sub-models working in tandem: a car-following and a merging model. By assuming different reaction times for different driver states (alert, non-alert and close-following), the new car-following model is shown to be able to capture traffic breakdown, hysteresis, shockwave propagations and close-following situations. The merging model is developed to capture both the acceleration and gap acceptance behaviour of the merging traffic, and the cooperative behaviour of the motorway traffic. The merging model is composed of several sub models: for the traffic in the motorway nearside lane, there is a cooperation model to simulate the cooperative lane-changing and courtesy yielding behaviour and the interactions with the merging traffic; for the merging traffic in the acceleration lane, there are models such as acceleration model, gap selection model, gap acceptance model and a merge model. Sensitivity tests have shown that the integrated model can reasonably replicate all relevant behaviour of individual drivers in merging areas such as normal carfollowing, close-following, cooperative lane-changing, courtesy yielding and gap acceptance. The sensitivity tests on the different merging lengths showed that increased length might reduce merging failures (i. e. the occurrence that the merging driver fails to move into the motorway before reaching the end of the acceleration lane). It can be explained that more merging traffic can successfully take the following gaps with increased merging lengths, which has implications for the geometric configuration of the acceleration lane. The study also established a general calibration and validation framework designed for real-world applications in highway networks using the most readily available traffic surveillance data, the loop detector data. Currently no commonly agreed bench-marking procedure exists (Brockfeld et al., 2005), and this framework has the advantage that the concept and the proposed methodology are suitable for general application to other micro-simulation models using detector data sets. In conclusion, the integrated simulation model (MergeSim) can reliably be used as a tool for further studies and investigations into the effectiveness of techniques related to motorway merging operations.

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18

Berg, Peter. "Optimal-velocity models of motorway traffic". Thesis, University of Bristol, 2001. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.367664.

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19

Ogawa, Mami Jennifer. "Monitoring and evaluation of smart motorway schemes". Thesis, University of Southampton, 2017. https://eprints.soton.ac.uk/413955/.

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Abstract (sommario):

Smart motorway schemes aim to address congestion issues and improve journey time reliability by utilising a set of advanced Intelligent Transport Systems applications and making use of the existing road space as much as possible. The M42 Smart Motorway Pilot, introduced in September 2006 by the Highways Agency (known as Highways England since April 2015), established the concept of Hard Shoulder Running (HSR) for the first time in the UK, together with variable mandatory speed limits during periods of congestion. Following the success of the Pilot, smart motorways are being rolled-out to other sections of Highways England’s strategic road network. This research has been carried out to understand the performance of smart motorways and its limiting factors. A review of the concept of highways capacity was carried out to understand the parameters that influence traffic conditions during smart motorway operations. This was followed by a series of analysis using empirical data which examined the performance of existing smart motorways schemes on the M42 and M6 motorways near Birmingham, UK. Overall, smart motorway schemes have significantly reduced average journey times and journey time variability, improved motorway capacity and smoothed traffic flow. The level of benefits observed varied from one scheme to another mainly due to the different site conditions (road geometry, traffic demand and patterns). However, each scheme consistently demonstrated considerable improvements when compared to non-smart motorway conditions. One of the aims of smart motorways is to improve the distribution of traffic between lanes. Examination of the data showed that hard shoulder utilisation increased with traffic demand, however, it was potentially underutilised and influenced by the proportion of traffic leaving at the next junction. A multivariate analysis was carried out to establish a model which described motorway capacity during smart motorway operations using various traffic parameters. The findings from this research can be applied to assist in the application of smart motorways both in and outside of the UK, to reduce wasted time for commuters, business trips and freight movement. It is recommended that the study is taken further with the newly introduced smart motorway schemes, which will include additional parameters such as local physical characteristics of the road (e.g. width, gradient, curvature) and the operation of All Lane Running.

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20

Kusuma, Andyka. "Modelling driving behaviour at motorway weaving sections". Thesis, University of Leeds, 2015. http://etheses.whiterose.ac.uk/12020/.

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Abstract (sommario):

This research focuses on the understanding of driving behaviour in motorway weaving sections, particularly the lane-changing and acceleration behaviours which are significant factors in characterising the operations of weaving section. Drivers’ lane-changing behaviour is a series interdependent decisions according to a particular lane-changing plan (latent). An intensive interaction with neighbouring traffic increases the lane-changing complexity in weaving section. The drivers’ choices in weaving section can be significantly affected by the actions of the neighbourhood drivers and moving as a group (i.e. platoon and weaving). Furthermore, the intensity of lane-changing has significant impact on the acceleration behaviour in weaving section traffic which may response differently from the stimulus (i.e. leave a space for pre-emptive lane-changing). An analysis of detailed trajectory data collected from moderately congested traffic flow of a typical weaving section in the M1 motorway, UK (J 42-43). The data reveals that a substantial proportion (23.4%) of the lane-changing at weaving section exhibits such group behaviour (i.e. platoon and weaving). The current study extends the state-of-the-art latent plan lane-changing model which account explicitly the various mechanisms. The model constitutes that the driver is most likely performing a pre-emptive lane-changing at the beginning of weaving section and moving toward kerbside (left direction). Moreover, the driver aggresiveness affects significantly on weaving and least on platoon lane-changing. The proposed acceleration model allows the car-following behaviour (acceleration/deceleration) corresponds with both stimulus (positive/negative relative speed). The model is conditional on gap threshold and reaction time distributions (probabilistic model) capturing the heterogeneity across drivers. most of traffic response differently from the stimulus condtions where 43.5% falls in deceleration with positive relative speed. All the parameters in each model are estimated jointly using Maximum Likelihood Estimation technique and reveal significant differences. The results show promising contribution towards improving the fidelity of microscopic traffic performance analysis.

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21

Li, Ying. "Modelling and optimisation of dynamic motorway traffic". Thesis, University College London (University of London), 2016. http://discovery.ucl.ac.uk/1474219/.

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Abstract (sommario):

Ramp metering, variable speed limits, and hard shoulder running control strategies have been used for managing motorway traffic congestion. This thesis presents a modelling and optimisation framework for all these control strategies. The optimal control problems that aim to minimise the travel delay on motorways are formulated based upon a macroscopic cell transmission model with piecewise linear fundamental diagram. With the piecewise linear nature of the traffic model, the optimal control problems are formulated as linear programming (LP) and are solved by the IBM CPLEX solver. The performance of different control strategies are tested on real scenarios on the M25 Motorway in England, where improvements were observed with proper implementation. With considering of the uncertainties in traffic demand and characteristics, this thesis also presents a robust modelling and optimisation framework for dynamic motorway traffic. The proposed robust optimisation aims to minimise both mean and variance of travel delays under a range of uncertain scenarios. The robust optimisation is formulated as a minimax problem and solved by a two stage solution procedure. The performances of the robust ramp metering are illustrated through working examples with traffic data collected from the M25 Motorway. Experiments reveal that the deterministic optimal control would outperform slightly the robust control in terms of minimising average delays, while the robust controller gives a more reliable performance when uncertainty is taken into account. This thesis contributes to the development and validation of dynamic simulation, and deterministic and robust optimisation.

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22

Wall, Graham. "The design and operation of motorway diverge areas". Thesis, University of Southampton, 2004. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.403885.

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23

Zakharova, J., H. Pouran, John Bridgeman, A. Wheatley e M. Arif. "Understanding metal concentration and speciation in motorway runoff". Taylor & Francis Group, 2020. http://hdl.handle.net/10454/18297.

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Yes
Although highway runoff has historically been extensively studied, the increasing complexity of stormwater management means that there are still significant gaps regarding the reduction of soluble metals. The work reported in this paper addresses these challenges by analysing the presence and behaviour of iron, copper and zinc in runoff from junction 24 of the M1 motorway in the UK (peak traffic flow: 30,000 vehicles per hour) and comparing it with other urban sources of metals found in the same catchment (a local brook and sewage treatment works). The sampling site included an interceptor and a treatment lagoon and the event monitoring indicated a trend by which the metals did not change their concentration or particulate soluble proportion immediately, hence showing that pre- and post-storm conditions are important factors when analysing the solubility of metals and their behaviour. The data provided further evidence of the important influence of storm characteristics on metal concentrations in highway runoff, in particular the effects of an antecedent dry weather period (ADWP). In addition, this study also helped us to better understand how the release of sodium the application of de-icer for road maintenance in winter affects the availability of zinc.
The full-text of this article will be released for public view at the end of the publisher embargo on 13 Nov 2021.

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24

Wang, Michael. "Traffic Modeling and Safety Analysis on Motorway Ramps". Thesis, Griffith University, 2018. http://hdl.handle.net/10072/376817.

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Abstract (sommario):

The whole research program aimed to improve operation, sustainability and safety of ramp areas. For this purpose, I first calculated passenger car equivalents (PCE) for a specific type of heavy vehicles (HVs) on the on-ramp through various different PCE methods. Through this study, I concluded that 1) homogenization based method (HM) cannot properly predict the variation trend of PCE values over traffic volume due to the low sensitivity of the speed to the change in traffic volume; 2) both time headway based method (THM) and traffic flow based method (TFM) can derive the results which are relatively consistent with outcome from simulation model. As this study is not relevant with the overall aim of the research program, it will be presented in Appendix 1. The areas adjacent to ramps have always been regarded as traffic bottlenecks during peak hours because the frequent interactions between the merging and diverging traffic and the through traffic contribute to the loss in travel time. Currently, there is few literature to explore the impact of on-ramp lane configurations on travel time of through traffic. In this study, I comparatively analyzed the impact of freeway mainline traffic flow and proportion of mainline heavy goods vehicles (HGVs) on the average travel time of the road segment fitted with two types of on-ramp lane arrangements. The mainline traffic volumes vary from 800 to 2200 and the proportions of mainline HGVs range from 0 to 12%. The calibrated and validated simulation models were used to generate the average travel time under different traffic scenarios. Through comparative analyses, the following conclusions can be drawn. 1) For the impact of HGVs on travel time, when the mainline traffic flow is below 1200 vehs/hr/ln, the performance in travel time of the road segment fitted with zip merging outperforms that fitted with added lane; when the mainline traffic volume is 1400 vehs/hr/ln, through traffic, starting from 10% of HGVs, spends less travel time on the road segment equipped with added lane; when the mainline traffic flow reaches 2200 vehs/hr/ln, the road segment fitted with added lane roundly performs better than that fitted with zip merging in term of travel time. 2) For the impact of traffic volume on travel time, although the proportion of mainline HGVs is 0, the road segment equipped with added lane starts to outperform that equipped with zip merging when traffic flow is approximately 2200 vehs/hr/ln; when the proportion of mainline HGVs is 12%, through traffic spends less travel time on the road segment fitted with added lane once the mainline traffic flow exceeds 1200 vehs/hr/ln. The abovementioned conclusions come from a case study. Currently, I cannot ensure they apply to other closely spaced on- and off-ramp areas. Further study will be conducted in future works. As traffic operation has a close connection with environmental sustainability, the assessment of carbon dioxide emissions (CO2) was also the key point of the research program. Areas adjacent to ramps have been viewed as zones with high emissions due to more traffic stops. Currently, many researchers have deemed that proper traffic control and the improvements in geometry can reduce CO2 emissions in such areas. Few research have assessed the impact of on-ramp lane configurations on sustainability. In this study, I used the improved comprehensive modal emissions model (CMEM) to quantitatively evaluate the impact of mainline traffic volume and percentages of mainline HGVs on CO2 emitted on the road segment fitted with two on-ramp lane arrangements. Traffic volumes range from 800 to 1800 vehs/hr/ln with an increment of 200 vehs/hr/ln and the proportions of HGVs vary from 2% to 10% with an increment of 2%. The results show that 1) For the impact of HGVs on CO2 emissions, when traffic flow is 800 vehs/hr/ln, through traffic on the road segment fitted with added lane can obtain a better performance in CO2 emissions after the percentage of mainline HGVs exceeds 8%; when traffic flow varies from 1000 to 1800 vehs/hr/ln, through traffic generates less CO2 emissions on the road segment equipped with added lane under the effect of any percentage of HGVs; 2) For the impact of traffic volume on CO2 emissions, when the proportion of HGVs is 2%, less CO2 is emitted on the road segment fitted with added lane after mainline traffic flow reaches 1000 vehs/hr/ln; when the proportion of HGVs reaches 10%, the performance of added lane on CO2 emissions is completely superior to that of zip merging. In addition, two-factor-based CO2 emissions contour charts were depicted. They could assist traffic engineers in selecting an appropriate combination of traffic volume and percentage of HGVs in order to achieve control of emissions. The poor performance in traffic operation may contribute to more traffic conflicts. My research direction thus turned to safety assessment for on-ramps. Nowadays, many crash surrogate metrics have been proposed and designed for predicting the rear-end crash risks for basic freeway sections, including the time to collision (TTC), the deceleration rate to avoid crash (DRAC), the crash potential index (CPI) and the aggregated crash index (ACI). However, they might not be applicable to assess crash risks for on-ramps. As a consequence, I proposed the simplified crash surrogate metric (SCSM) to predict the rear-end crash risks for on-ramps. A one-lane on-ramp of Pacific Motorway, Australia was selected to validate the proposed surrogate metric. Another two surrogate measures (TTC and ACI) were compared with the SCSM through a simple proportional relationship between the societal risk index and crash rates. Through this study, I conclude that 1) as an upgraded version of the TTC, the SCSM not only features the same straightforward closed form as the traditional TTC, but also makes up for the shortcoming of the TTC that is unable to accurately assess crash risks in saturated traffic flow; 2) the TTC based surrogate metric performed the worst; 3) the performance of the SCSM is more or less similar to that of the ACI. But considering the ability to resolve practical engineering issues, the SCSM is superior to the ACI. Hotspots identification (HSID), a reactive crash prediction based on the historical crash counts, is crucial to transport authorities for evaluating the risk level of the object road sites. Many researchers have focused on improving the accuracy of HSID, namely to identify those un-identified hotspots that should have been treated. In practice, several conventional HSID approaches have been developed and applied for decades, but they fail to take the daily variability of traffic flow and crash record into account. To address it, four novel Empirical Bayesian (EB) based methods (for (1) morning and (2) afternoon peak hours, and (3) daytime and (4) night off-peak hours) were proposed to screen hotspots in the Pacific Motorway Southeast Queensland section linking Brisbane to Gold Coast. The detailed six-year crash records were used. I further analyzed the applicability of four proposed EB-based methods and three traditional HSID methods: (5) crash frequency method (CFM), (6) societal risk-based method (SRCM), and (7) Empirical Bayesian method (EB) in regard to freeway main carriageways, on-ramps and off-ramps through two consistency tests. Through this study, the following conclusions were drawn. 1) The EB-based methods considering the effect of daily variability outperform other approaches in the HSID for freeway main carriageways. 2) The performances in proposed methods are inferior to those in the EB and the CFM in the HSID for on- and off-ramps. 3) The conventional EB method possess the best performance in the HSID for on- and off-ramps.
Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
School of Eng & Built Env
Science, Environment, Engineering and Technology
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25

Harikrishnan, Yamini. "Performance analysis of vehicular networks for motorway scenario". Thesis, Swansea University, 2011. https://cronfa.swan.ac.uk/Record/cronfa42234.

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26

Sgaramella, Gaia. "Future Motorway. Design strategies for next generation infrastructure". Doctoral thesis, Università degli studi di Trento, 2018. https://hdl.handle.net/11572/369049.

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The research â€œFuture motorway. Design strategies for next generation infrastructureâ€ , in its path, deals with a double important and urgent issue: the need to consider mobility infrastructures as landscape devices and the definition of a new paradigm for the motorways of the future. The main objective of the thesis is the definition of a planning strategy for the infrastructures of the future, starting from the TechnoEcoSystem concept. It is based around a double hypothesis: one theoretical, the other experimental. The first observes the definition of TechnoEcoSystem (Naveh, Lieberman,1990) from the ecology of the landscape and transfers it to the project/transformation process of the motorways. The second one identifies one of the prototypes of the Motorway TechnoEcoSystem into the service areas. As a whole, the work combines theoretical and experimental aspects, within a path of design process that through qualitative and quantitative observations, defines the 4.0 motorway through a holistic view of the system.

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27

Abou-Rahme, Nabil. "A probabilistic model for the origin of motorway shockwaves". Thesis, University of Southampton, 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.398736.

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28

Sollars, C. J. "Bromide, lead and other contaminants within a motorway catchment". Thesis, Imperial College London, 1985. http://hdl.handle.net/10044/1/37859.

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29

Audu, George Adinoyi. "Motorway vehicular networks with renewable energy powered access points". Thesis, University of Leeds, 2016. http://etheses.whiterose.ac.uk/16320/.

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Abstract (sommario):

The goal of this work is to consider the potential of using renewable energy only to power roadside units (RSUs), which not only reduces CO2 footprint but also reduces the infrastructure needed in motorway vehicular communication. The thesis begins with collation and analysis of wind and motorway traffic data for the purpose of determining the energy demand of vehicular networks as well as the energy supply obtainable from wind. This is followed by the study of a standalone RSU powered by wind energy. Small size standalone wind energy systems which have benefits of low cost, easy and large scale deployments are implemented for the low power RSUs. The concept of wind energy based rate adaptation is introduced and implemented in the RSU through which RSU can vary transmission power according to the availability of wind energy. This reduces the outage and improves the overall service quality. Traditionally rate adaptation was employed to cater for wireless channel unavailability. A queuing model for the RSU is developed and verified through simulation to evaluate the performance in terms of delay, packet loss and utilisation. Channel fading is considered and the performance of the RSU is re-evaluated in terms of the same quality of service parameters, viz. delay, packet loss and utilisation to investigate the impact of fading in the network. Next, the reliability of the RSU is redefined in the context of unavailability of sufficient wind power. The transient nature of wind energy causes the RSUs to either transmit at full data rate or not transmit at all depending on the availability of sufficient energy. Thus, a failure occurs when the wind power is less than the load. Therefore, a framework has been developed for redefining a number of reliability parameters in the context of wind powered RSUs. A detailed wind data analysis was carried out based upon the hourly wind speed obtained from the UK air information resource (AIR) database for a period of five years, to determine the energy model of the deployed micro-turbine. An energy storage device (a small battery) is connected to the micro-wind turbine for improved service quality.

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30

Ur, Rehman Zia. "Environmental impact assessment of Faisalabad : Pindi Bhattian motorway (M-3)". Thesis, KTH, Industriell ekologi, 2007. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-32807.

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Abstract (sommario):

Roads often bring significant economic and social benefits, but they can also have substantial negative impacts on communities and natural environment. As we become more aware of these impacts, there is a growing demand for the techniques and skills needed to incorporate environmental considerations into road planning and management. The objective of this thesis is to provide a description of practical methods which are useful in designing and executing effective environmental assessments (EAs) to those who are involved in various aspects of Highway/Motorway projects, from planning to construction to maintenance. The techniques discussed can be applied to in-depth environmental assessment studies, or to action/management plans for dealing with environmental aspects of Highway/Motorway projects. The Faisalabad Pindi Bhattian Motorway Project (M-3) with 52.5 Km length,100 meters R.O.W. and Rs. 532.66 million cost falls under the category of projects for which a detailed Environmental Impact Assessment report is required by the Pakistan Environmental Protection Agency vide Section 12 of Pakistan Environmental Protection Act 1997.No EIA of M-3 was conducted during planning and designing phases. Failing to identify potential impacts of the project and neglecting to account for these impacts caused the road agency (NHA) to adopt some solutions that compromise the environment to some extent. Even now, when the M-3 is in operation phase, Implementation Agencies(NHA and NH & MP) have no official Environmental Monitoring and Management Plan to be followed. In the light of above discussion, an EIA of the project at operation stage to identify the potential impacts of the project on environment should be conducted to develop the Environmental management Plan for operation stage of this project as well as for the construction phase of future projects. It is found that the nature and scope of the construction works and the environmental setting of the project were such that many of the adverse impacts often5associated with road construction projects caused insignificant environmental impacts. No adverse impacts were seen in respect of sensitive habitat, wildlife, cultural heritage and endangered species etc. Even the use of borrow material from the vicinity of the project was not likely to cause such changes which may be irreversible or non- mitigable. Air and noise pollutions are the main issues of operation phase of the project but both are not foreseen to cross the limits of Environmental Quality Standards even in year2030. (Except Sox and SPM which will cross the standard limits in 2015 and 2020respectively).Social consultation was carried out during project study with officials and local communities. The aim was to solicit views on the proposed project and incorporate their concerns, demands and needs into the Environmental Management Plan (EMP) and Social Framework Agreement (SFA). Based on Environmental Impact Assessment (EIA),a Social Framework Agreement (SFA) has been proposed. However for future projects this instrument shall be prepared and made public when the project is approved and is ready for implementation.
www.ima.kth.se

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31

Rashed, Mahmud Buagela. "A budget for selected pollutants for a major rural motorway". Thesis, Lancaster University, 1989. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.279650.

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32

Sultan, Beshr. "The study of motorway operation using a microscopic simulation model". Thesis, University of Southampton, 2000. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.322018.

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33

Lu, Chao. "A self-learning motorway traffic control system for ramp metering". Thesis, University of Leeds, 2014. http://etheses.whiterose.ac.uk/7895/.

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Abstract (sommario):

Self-learning systems have attracted increasing attention in the ramp metering domain in recent years. These systems are based on reinforcement learning (RL) and can learn to control motorway traffic adaptively. However, RL-based ramp metering systems are still in their early stages and have shown limitations regarding their design and evaluation. This research aims to develop a new RL-based system (known as RAS) for ramp metering to overcome these limitations. A general framework for designing a RL-based system is proposed in this research. It contains the definition of three RL elements in a ramp metering scenario and a system structure which brings together all modules to accomplish the reinforcement learning process. Under this framework, two control algorithms for both single- and multi-objective problems are developed. In addition, to evaluate the proposed system, a software platform combining the new system and a traffic flow model is developed in the research. Based on the platform developed, a systematic evaluation is carried out through a series of simulation-based experiments. By comparing with a widely used control strategy, ALINEA, the proposed system, RAS, has shown its effectiveness in learning the optimal control actions for different control objectives in both hypothetical and real motorway networks. It is found that RAS outperforms ALINEA on improving traffic efficiency in the situation with severe congestion and on maintaining user equity when multiple on-ramps are included in the motorway network. Moreover, this research has been extended to use indirect learning technology to deal with incident-induced congestion. Tests for this extension to the work are carried out based on the platform developed and a commercial software package, AIMSUN, which have shown the potential of the extended system in tackling incident-induced congestion.

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34

Austin, Samuel. "Travels in lounge space : placing the contemporary British motorway service area". Thesis, Cardiff University, 2011. http://orca.cf.ac.uk/28977/.

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Abstract (sommario):

This thesis reads contemporary British motorway service areas as questions of place, and as instances of what I call ‘lounge space’, a space of transient consumption that conceals the power of the host. Motorways and service areas are sites where clear boundaries have been asserted, materially as well as theoretically, between local and national, traditional and modern, country and city, place and ‘non-place’. Through close readings of service area forms, details and materials in context, this thesis shows how such absolute distinctions cannot be maintained. Rather than instances of ‘non-place’ – Marc Augé’s term for spaces lacking social relations, history or identity – service areas show place as process: as never absolutely fixed and always dependent on interrelated material, socio-cultural and historical contexts. This is not to dissolve the differences between places, but to show how they are contested and the power relations involved. The thesis thus explores a notion of place informed by what Jacques Derrida calls ‘iterability’, a logic of irreducible contamination, of repetition with difference. Chapter 1 considers two typical recent service areas, Hopwood Park and Donington Park. It shows how boundaries of place are dissimulated and yet tightly policed, how allusions to ‘public’ space also recall the ‘private’ space of the home, and how an illusion of unlimited hospitality conceals the power of the host. By comparison, ‘independent’ operator Westmorland, the focus of Chapter 2, appears to be an exception. On one level, the company’s Tebay Services reclaim the roadside for the locality; on another, however, the sites, and the region they represent, become caught up in the cultures, forces and economies they claim to resist. Westmorland the company is conflated with Westmorland the place. As this ‘natural’ host offers an idyllic Lakeland refigured for the outsider’s consumption, it contests how and by whom that place is to be consumed.

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35

Zheng, Pengjun. "A microscopic simulation model of merging operation at motorway on ramps". Thesis, University of Southampton, 2003. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.289589.

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36

Zangger, Adrian. "Wildlife overpasses over a motorway as connecting means for forest arthropod communities /". [S.l.] : [s.n.], 1995. http://www.ub.unibe.ch/content/bibliotheken_sammlungen/sondersammlungen/dissen_bestellformular/index_ger.html.

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37

Belka, Kamila. "Multicriteria analysis and GIS application in the selection of sustainable motorway corridor". Thesis, Linköping University, Department of Computer and Information Science, 2005. http://urn.kb.se/resolve?urn=urn:nbn:se:liu:diva-4399.

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Abstract (sommario):

Effects of functioning transportation infrastructure are receiving more and more environmental and social concern nowadays. Nevertheless, preliminary corridor plans are usually developed on the basis of technical and economic criteria exclusively. By the time of environmental impact assessment (EIA), which succeeds, relocation is practically impossible and only preventative measures can be applied.

This paper proposes a GIS-based method of delimiting motorway corridor and integrating social, environmental and economic factors into the early stages of planning. Multiple criteria decision making (MCDM) techniques are used to assess all possible alternatives. GIS-held weighted shortest path algorithm enables to locate the corridor. The evaluation criteria are exemplary. They include nature conservation, buildings, forests and agricultural resources, and soils. Resulting evaluation surface is divided into a grid of cells, which are assigned suitability scores derived from all evaluation criteria. Subsequently, a set of adjacent cells connecting two pre-specified points is traced by the least-cost path algorithm. The best alternative has a lowest total value of suitability scores.

As a result, the proposed motorway corridor is routed from origin to destination. It is afterwards compared with an alternative derived by traditional planning procedures. Concluding remarks are that the location criteria need to be adjusted to meet construction

requirements as well as analysis process to be automated. Nevertheless, the geographic information system and the embedded shortest path algorithm proved to be well suited for preliminary corridor location analysis. Future research directions are sketched.

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38

Pitcher, Sarah. "Investigation of heavy metal removal from motorway stormwater using inorganic ion exchange". Thesis, University of Surrey, 2002. http://epubs.surrey.ac.uk/804873/.

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39

Al-Obaedi, Jalal Taqi Shaker. "Development of traffic micro-simulation model for motorway merges with ramp metering". Thesis, University of Salford, 2011. http://usir.salford.ac.uk/26540/.

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Abstract (sommario):

This thesis focuses on the development of a micro-simulation model for motorway merge sections. The aim is to study the effectiveness of applying some traffic management controls and particularly focuses on applying ramp metering (RM) systems. The new model has been developed based on car-following, lane changing and gap acceptance rules. The model considered the multi-decisions undertaken by merging traffic when a driver, for example, accepts the lead gap and rejects the lag gap. The cooperative nature of drivers is also considered where motorway drivers allow others to merge in front of them either by decelerating or shifting to other lanes (yielding) in the vicinity of motorway merge sections. Video recordings, as well as data from the Motorway Incident Detection and Automatic Signalling (MIDAS) were obtained from a selection of sites. The data was used in the verification, calibration and validation processes of the developed model. Other main sources of information include more than 4 million cases of successive vehicles taken from UK motorway sites. These cases were analysed to study the effect of vehicle types on the following behaviour for drivers. The main finding is that there is no evidence that the average spacing between successive vehicles is significantly affected by the type of leading vehicle. Different RM algorithms have been integrated within the developed model. The results of testing the effectiveness of RM controls using the developed model reveal the benefits of RM in reducing time spent by motorway traffic (TTSM) but it significantly increases the time spent by the merging traffic (TTSM). The overall benefits of implementing RM in reducing total time spent (TTS) is limited to situations where the sum of motorway and merge flows exceeds the capacity of the downstream section. Other issues related to RM design and effectiveness have been tested such as the effects of having different durations for peak periods, finding the optimum parameters for each algorithm, the effect of ramp length (storage area) and the effect of RM signals position. The results suggest that RM is very efficient when implemented for short peak periods (e.g. less than 30 minutes). The effectiveness of RM in decreasing the travel time for motorway traffic is increased with an increasing ramp length but with a significant increase in ramp traffic delay. No significant effect is obtained from altering the ramp signals' position. Other tests include the use of other types of traffic management controls (e.g. applying different speed limits and lane changing restrictions (LCR) at the approach to merge sections). No significant improvements were obtained from testing different speed limit values. The results suggest that LCR could reduce travel time for motorway traffic. However, there are other practical considerations which need to be addressed before this could be recommended.

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40

Scarinci, R. "Managing traffic at motorway junctions : a ramp metering development using intelligent vehicles". Thesis, University College London (University of London), 2014. http://discovery.ucl.ac.uk/1420209/.

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Abstract (sommario):

Motorways provide an important transport facility for people and goods with social, environmental and economic consequences. The demand for their use continues to increase, leading to more extensive and severe congestion; therefore, finding ways to reduce it is a priority, and Intelligent Transport Systems (ITS) have been identified as a contributor. Intelligent vehicles equipped with in-car communication systems are capable of receiving messages from the infrastructure and communicating with other vehicles. This communication enables the cooperation among them and offers many opportunities for developing a new generation of ITS that is referred to as Cooperative Intelligent Transport Systems. This research presents an innovative control algorithm for managing motorway merges using intelligent vehicles, exploiting the cooperation made possible by communication. This innovative system, called Cooperative Ramp Metering (CoopRM), requires the cooperation of equipped vehicles on the main carriageway in order to create gaps for facilitating the merging of on-ramp vehicles, aiming to reduce congestion at motorway junctions. First, similar management systems are reviewed, and the algorithms are classified based on their characteristics, then similarities, dissimilarities, trends and research gaps are described. Established a state-of-the-art in this research field, the Cooperative Ramp Metering algorithm is defined analytically. Macroscopic traffic flow theory is used in combination with microscopic theory to determine the equations governing the CoopRM control strategy. The accuracy of this formulation is then validated by comparing theoretical against simulation results. Finally, the traffic performance of the CoopRM is evaluated using a stochastic microscopic simulation model, calculating and comparing indexes representative of congestion and disruptions at traffic flow for different scenarios. Results show a substantial reduction in congestion, a decrease of perturbations and a more efficient merging procedure. This study demonstrates how this innovative Cooperative ITS is able to improve the current motorway infrastructure through the use of emerging communication technology.

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41

Lennie, Sandra Christine. "Assessing the spatial impacts of multi-combination vehicles on an urban motorway". Thesis, Queensland University of Technology, 2005. https://eprints.qut.edu.au/16066/1/Sandra_Lennie_Thesis.pdf.

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Abstract (sommario):

Multi-combination vehicles (MCVs) in urban areas impact on productivity, safety, infrastructure, congestion and the environment. However, psychological effects of MCVs on other drivers may also influence the positioning of vehicles and congestion. A literature review revealed little information on the psychological effects of heavy vehicles on other road users. This research can be used to quantify some psychological impacts of MCVs. A testing program was undertaken on the Gateway Motorway to observe passenger car behaviour around MCVs in a lateral and longitudinal sense. Video footage was collected on a four lane divided urban motorway section which was level, straight and away from any off/on ramps. It experiences high traffic volumes with a one-way AADT of approximately 33,500. The route is currently designated for B-doubles, which is the most common MCV in urban areas. In a lateral sense, the research showed that passenger car behaviour changes around heavy vehicles (prime mover semi-trailer combination and B-doubles); however, there is no statistical difference in passenger car behaviour around semi-trailers and B-doubles. Longitudinally it was found that, even though passenger cars shy away from B-doubles more than semi-trailers, B-doubles are still more efficient in a spatial sense since they carry more freight. The outcomes of this research indicate that there is no further psychological impact on passenger cars, when travelling around B-doubles compared with semi-trailers. Where the results identified longitudinal behaviour changes, it was still concluded that B-doubles were more efficient at transporting freight when the passenger car equivalent (PCE) per tonne of freight was considered. Tracking ability testing was undertaken in a rural area to determine the lateral spatial requirements of three different MCVs. The rural testing was considered appropriate since parts of the urban network have similar characteristics to rural networks. A model was developed as a part of this project to process the data collected by Haldane (2002), but results could not be relied upon due to poor quality data.

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42

Lennie, Sandra Christine. "Assessing the spatial impacts of multi-combination vehicles on an urban motorway". Queensland University of Technology, 2005. http://eprints.qut.edu.au/16066/.

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Abstract (sommario):

Multi-combination vehicles (MCVs) in urban areas impact on productivity, safety, infrastructure, congestion and the environment. However, psychological effects of MCVs on other drivers may also influence the positioning of vehicles and congestion. A literature review revealed little information on the psychological effects of heavy vehicles on other road users. This research can be used to quantify some psychological impacts of MCVs. A testing program was undertaken on the Gateway Motorway to observe passenger car behaviour around MCVs in a lateral and longitudinal sense. Video footage was collected on a four lane divided urban motorway section which was level, straight and away from any off/on ramps. It experiences high traffic volumes with a one-way AADT of approximately 33,500. The route is currently designated for B-doubles, which is the most common MCV in urban areas. In a lateral sense, the research showed that passenger car behaviour changes around heavy vehicles (prime mover semi-trailer combination and B-doubles); however, there is no statistical difference in passenger car behaviour around semi-trailers and B-doubles. Longitudinally it was found that, even though passenger cars shy away from B-doubles more than semi-trailers, B-doubles are still more efficient in a spatial sense since they carry more freight. The outcomes of this research indicate that there is no further psychological impact on passenger cars, when travelling around B-doubles compared with semi-trailers. Where the results identified longitudinal behaviour changes, it was still concluded that B-doubles were more efficient at transporting freight when the passenger car equivalent (PCE) per tonne of freight was considered. Tracking ability testing was undertaken in a rural area to determine the lateral spatial requirements of three different MCVs. The rural testing was considered appropriate since parts of the urban network have similar characteristics to rural networks. A model was developed as a part of this project to process the data collected by Haldane (2002), but results could not be relied upon due to poor quality data.

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43

Oh, Yan-Nam Erwin. "Geotechnical and Ground Improvement Aspects of Motorway Embankments in Soft Clay, Southeast Queensland". Thesis, Griffith University, 2007. http://hdl.handle.net/10072/367085.

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Abstract (sommario):

This dissertation is the first Geotechnical Engineering doctoral thesis in Griffith University, and a detail study of the soft clay as encountered in Southeast Queensland is carried out. In the study process, due to the insufficient laboratory equipments and access to Geotechnical softwares, the dissertation has to be presented in a practical format. In addition, laboratory tests were conducted to investigate the application of chemical (cement and lime) treatments. Three case histories (Sunshine Motorway, Port of Brisbane Motorway, and Gold Coast Highway) are presented in this thesis. The main focuses are on the following aspects: i) soil parameters needed in engineering design from laboratory tests and field measurement, ii) the behaviour of constructed embankment on soft ground with and without ground improvement, iii) the performance of ground improvement techniques. The methods which have been employed to achieve the main aims were conventional methods. Laboratory test data and field measurement data, which were utilised for back-analyses and prediction of constructed embankment of soft ground behaviours, were obtained from QDMR. Thick layer of soft sensitive marine clay were found in the studied areas with up to 13m depth. The performance behaviour of constructed embankment on Southeast Queensland soft clay deposit has been evaluated based on the interpretation of test data, the theoretical analyses and conventional methods for settlement, lateral displacement, and excess pore pressure dissipation. Detail study of the estuarine soft clay as encountered in the Sunshine Motorway is carried out. 33 borehole data were examined to delineate the soft clay profile, which is about 10.5m thickness and varies substantially along the longitudinal section of the motorway. The laboratory value of the coefficient of volume decrease ranged from 1 to 5 MN/m2 and the laboratory values of the coefficient of consolidation are in the range of 0.25 to 0.5 m2/year. The Port of Brisbane Motorway embankments are installed with vertical drains and consist of three sections. Embankment A had drains at 3 meter spacing, and Embankments B and C had drains at 1.5 meter spacings. The maximum settlement obtained after 226 days of monitoring is shown. It can be seen that vertical drain treatment significantly increased final settlement. This increase varied from 70 to 80%. It can be concluded from the settlement results that vertical drains would have increased rate of consolidation. A trial embankment was constructed along the Gold Coast Highway. This embankment was divided into three sections, one section contained no ground improvement, and the other two sections had stone columns at 2m spacing and 3m spacing. For embankment with 3m spacing, the maximum settlement was 490 mm. For embankment with 2m spacing, the maximum settlement was 386 mm. For embankment without stone column, the maximum settlement was 522 mm. Based on the laboratory tests, for cement treated samples with 5 percent to 15 percent cement content, the maximum unconfined compressive strength increased from 132 kPa to 370 kPa for 7 days curing period; these values for 28days curing increased from 170 kPa to 405 kPa. For lime treated samples with lime contents from 2 percent to 15 percent, the maximum unconfined compressive strength increases from 47 kPa to 199 kPa (for 7 days curing period). Results indicated that, 2 percent lime has little effect on peak unconfined compressive strength. This thesis summarises some ground improvement techniques used in Southeast Queensland, and demonstrated the applicable of chemical stabilisation. Overall it was concluded that the addition of cement and lime has favourable effects on the strength characteristics of Southeast Queensland soft clays.
Thesis (PhD Doctorate)
Doctor of Philosophy (PhD)
Griffith School of Engineering
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44

Tsang, Chiu Ming. "Life-time analysis of continuous beam bridges with integral abutments using rheological models". Thesis, Imperial College London, 1998. http://hdl.handle.net/10044/1/8609.

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45

White, Joanna Kate. "Modelling traffic behaviour on networks". Thesis, Lancaster University, 1999. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.302391.

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46

Boxall, Alistair Bruce Alleyne. "The characterisation and identification of major toxicants in streams receiving road runoff". Thesis, University of Sheffield, 1996. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.387635.

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47

Whalley, Joanne. "Motorway as site of performance : space is a practiced place : (de Certeau 1988: 117)". Thesis, Manchester Metropolitan University, 2004. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.400126.

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48

Nissan, Albania. "Evaluation of Variable Speed Limits : Empirical Evidence and Simulation Analysis of Stockholm’s Motorway Control System". Doctoral thesis, KTH, Trafik och Logistik, 2010. http://urn.kb.se/resolve?urn=urn:nbn:se:kth:diva-13200.

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Abstract (sommario):

Variable Speed Limits (VSL) are often used to improve traffic conditions on congested motorways. VSL can be implemented as mandatory or advisory. The objective of the thesis isto study in detail the effectiveness of VSL. The focus is on both, design parameters and conditions under which VSL are most effective. The MCS system on the E4 motorway inStockholm is used as a case study. The evaluation was conducted using empirical methods (including aggregate data from microwave sensors and other sources, and disaggregate data from a mobile study), and microscopic traffic simulation. The empirical analysis is based on before and after VSL data, including evaluation of individual measures of performance, and multivariate analysis in the form of the fundamental diagram, and speed-density relationships. The results from the empirical study are mixed with an indication that driver behavior has a strong impact on the effectiveness of the system. The microscopic traffic simulation analysis included the development of a platform for testing VSL and more generally motorway control strategies. The simulation platform was calibrated and validated with the empirical data and includes in addition to VSL, and Automatic Incident Detection (AID) system, the ALINEA ramp metering algorithm. The test-platform allows the testing of different control strategies and various combinations of control strategies, under different scenarios and in a controlled environment. The results from the simulation study indicate that driver compliance is an important factor and VSL performance quickly deteriorates as compliance rate drops. Hence, VSL should be implemented as mandatory instead of advisory. In addition, mandatory VSL can be effective both, under incident and moderately congested conditions. A combined VSL and ramp metering strategy can be most effective in reducing travel time, improving traffic conditions on the motorway. Furthermore, the results indicate that such a strategy also has the least impact on the flows entering the motorway from the ramps.
QC20100630

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49

Hooper, Elizabeth Joanne. "Future resilient transport networks : current and future impacts of precipitation on a UK motorway corridor". Thesis, University of Birmingham, 2013. http://etheses.bham.ac.uk//id/eprint/4715/.

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Abstract (sommario):

This thesis investigates the impact of precipitation on the UK motorway network, with the aim of determining how speed, flow and accidents are affected. Climate change impact assessments require detailed information regarding the impact of weather in the current (baseline) climate and so this thesis seeks to address gaps in knowledge of current precipitation impacts to better inform future climate impact assessments. This thesis demonstrates that whilst precipitation does impact on traffic speeds, there is no universal significant single factor relationship. Indeed, a key threshold is identified at 0 mm hr-1 – the fastest speeds occur when there is no precipitation and speeds immediately decrease at the onset of precipitation. More detailed findings indicate the impact can be detected in both speed and maximum flow across much of the network as well as a downward reduction in the overall speed – flow relationship. In addition to speed flow, the impact of precipitation on road traffic accidents was also investigated. Fifteen percent of accidents in the UK occur in wet weather. Precipitation related accidents are shown to have a prolonged impact on the road network and can continue to cause a decrease in traffic speed and flow for up to three hours afterwards. With increased instances of heavy precipitation predicted as a result of climate change, these findings highlight the subsequent impact on journey speeds, travel times, traffic flows and the associated economic costs.

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Forrow, David Malcolm. "Toxicological assessment of the effect of motorway runoff on stream macroinvertebrate community structure and function". Thesis, University of Sheffield, 1995. http://etheses.whiterose.ac.uk/10236/.

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Abstract (sommario):

Road runoff contains a complex mixture of contaminants including metals, anions, and hydrocarbons. This runoff discharges into natural water courses which are often small streams. The concentration of these chemicals in the drainage water and receiving stream depends on a number of site specific characteristics such as traffic volume, area of road drained and size of the stream. It was postulated that these pollutants have a deleterious affect on macroinvertebrate community structure which would result in subsequent effects on macroinvertebrate function (i. e. litter processing). Further, it was hypothesised that impacts would be greatest in small streams, receiving drainage waters from large areas of heavily used motorway and that only a limited number of chemicals would be responsible for any effects. Field surveys demonstrated that macroinvertebrate community structure and function was impacted at one of the three sites studied, namely Pigeon Bridge Brook. The downstream station at this site received motorway runoff drainage from the largest area of road surface, was the smallest stream and had the highest metal and hydrocarbon concentrations in both stream water and sediments (Maltby et al., 1995a). Macroinvertebrate species richness and diversity were significantly reduced below the discharge. Species generally considered 'sensitive' to pollutants such as stoneflies, gammarids, molluscs and trichopterans were reduced in relative abundance whilst more 'tolerant' opportunistic species such as chironomids and tubificid worms increased in relative abundance downstream of the discharge. An assessment of the trophic composition of the community (i. e. functional feeding groups) indicated that there was a differential loss of functional groups, with significantly lower relative abundances of shredders and scrapers and an increase in collectors downstream of the motorway discharge. The changes in both the structure and trophic biology of the macroinvertebrate community resulted in a significant reduction in macroinvertebratemediated leaf processing downstream of the motorway discharge. Although field surveys indicated macroinvertebrate community structure and function were negatively impacted below the motorway discharge at Pigeon Bridge Brook they cannot establish causal relationships. In-situ and laboratory studies were therefore performed to address the mechanistic basis for the impact. In-situ and laboratory lethality exposures did not fully explain the field distribution of the species used in toxicological studies; Gammarus pulex (L. ), Nemoura cinerea (Retz. ), Potamopyrgus jenkinsi (Smith), Chironomus riparius (Meigen) and Tubifex tubifex (Müller). In acute lethality tests stream water from Pigeon Bridge Brook was not toxic to any of the species. In contrast, G. pulex and N. cinerea showed slight, but significant mortality when exposed to downstream sediment from this site. Sediment manipulation and sediment solvent and acid extract exposures indicated that the solvent extractable fraction of the sediment was responsible for this toxicity to G. pulex but not to N. cinerea. These results indicated that aromatic hydrocarbons in the sediment may be responsible for the toxicity and this has subsequently been shown to be the case (Maltby et al., 1995b). ifi Since lethality studies did not fully explain field -distributions of the animals sub-lethal toxicity avoidance behaviour tests were employed using sediment, manipulated sediments and sediment extracts. The sensitivity to downstream field sediment, indicated by avoidance decreased in the order P. jenkinsi > G. pulex > C. riparius> T. tubifex = N. cinerea and to a solvent extract of this sediment in the order G. pulex > P. jenkinsi > C. riparius > N. cinerea > T. tubifex. Acid sediment extracts and solvent extracted sediments induced no avoidance responses in these animals. Gammarus pulex was thought to be the dominant shredding macroinvertebrate at Pigeon Bridge Brook. Reductions in macroinvertebrate-mediated leaf processing could therefore be the result of sub-lethal effects of motorway contamination on the feeding activity of this species. In-situ exposures indicated that the consumption of leaf material by G. pulex was reduced at the downstream station and laboratory exposures indicated this was principally a result of sediment toxicity. Sediment extract exposures indicated that the solvent extractable fraction was again responsible for the majority of this effect. Accumulation of metals and aromatic hydrocarbons on the leaf material had very little effect on leaf consumption or choice. However, reduced colonisation of leaf material by aquatic hyphomycetes reduced both leaf choice and consumption when the material was conditioned at the downstream station. The major uptake route of aromatic hydrocarbons by G. pulex was via aqueous sources and not from food. In conclusion motorway derived contamination in small streams has both lethal and sublethal effects on some macroinvertebrates. This affects macroinvertebrate structural and trophic characteristics which subsequently have a deleterious effect on important ecosystem functions.

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