Добірка наукової літератури з теми "Traffic flow Victoria Melbourne"
Оформте джерело за APA, MLA, Chicago, Harvard та іншими стилями
Ознайомтеся зі списками актуальних статей, книг, дисертацій, тез та інших наукових джерел на тему "Traffic flow Victoria Melbourne".
Біля кожної праці в переліку літератури доступна кнопка «Додати до бібліографії». Скористайтеся нею – і ми автоматично оформимо бібліографічне посилання на обрану працю в потрібному вам стилі цитування: APA, MLA, «Гарвард», «Чикаго», «Ванкувер» тощо.
Також ви можете завантажити повний текст наукової публікації у форматі «.pdf» та прочитати онлайн анотацію до роботи, якщо відповідні параметри наявні в метаданих.
Статті в журналах з теми "Traffic flow Victoria Melbourne"
1
Hovenden, Elizabeth, Hendrik Zurlinden, and John Gaffney. "Safety on Heavily Trafficked Urban Motorways in Relation to Traffic State." Journal of Road Safety 31, no. 1 (February 1, 2020): 51–65. http://dx.doi.org/10.33492/jrs-d-19-00247.
Повний текст джерелаАнотація:
Motorways represent seven per cent of the urban arterial road network in Melbourne yet carry 40 per cent of the urban arterial road travel in terms of vehicle kilometres travelled and this percentage is growing. The number of casualty crashes on metropolitan Melbourne motorways has increased over the decade at a faster rate than on other urban roads in metropolitan Melbourne. Police crash reports more often attribute crash cause to traffic conditions and vehicle interactions rather than infrastructure. As urban motorways are generally built to the highest standards, a new way of looking at motorway safety is needed. This led to the formulation of a hypothesis that the dynamics of the traffic flow are a significant contributor to casualty crashes on urban motorways. To test this hypothesis, in-depth analysis was undertaken on metropolitan Melbourne motorways. Crash data was linked to traffic data including vehicle occupancy (a proxy measure for density), vehicle speed and flow. Occupancy was used to categorise the ‘traffic states’ ranging from free flow to flow breakdown (congestion). Applying a Chi Square Goodness of Fit Test to the linked showed a statistically significant association between traffic state and crashes, with a higher than expected crashes in the traffic states where flow breakdown is relatively certain or has occurred. The results of this analysis can be used to improve safety on urban motorways through the development of Intelligent Transport System strategies to keep the motorway operating at conditions that minimise flow breakdown risk.
2
Nguyen-Phuoc, Duy Q., Graham Currie, Chris De Gruyter, and William Young. "Net Impacts of Streetcar Operations on Traffic Congestion in Melbourne, Australia." Transportation Research Record: Journal of the Transportation Research Board 2648, no. 1 (January 2017): 1–9. http://dx.doi.org/10.3141/2648-01.
Повний текст джерелаАнотація:
Public transit is widely recognized to reduce urban traffic congestion, as it encourages automobile travelers off the road. However, streetcars have been criticized for causing traffic congestion because large trams must operate in mixed traffic on narrow, congested streets. At the same time, streetcars reduce congestion by encouraging automobile drivers to use trams. So what is the net effect of streetcars on congestion? This paper presents a new method for assessing the net traffic congestion effects associated with streetcar operations in Melbourne, Australia, which has the largest streetcar network in the world. Impacts were determined with the use of a traffic network model to compare congestion with trams and without trams. The positive impacts of trams were estimated by using mode shift from tram to automobile when tram services were removed. Negative impacts were explored by considering streetcar traffic operations, the impact of curbside tram stops, and the effect of exclusive priority tram lanes on traffic flow. Findings show that the streetcar network in inner Melbourne results in a net congestion benefit to traffic; a 3.4% decrease in vehicle time traveled and total delay on the road network was established. The streetcar network also contributes to reducing the number of moderately congested links by 16%. Areas for future research are suggested, such as exploring the spatial distribution of the mode shift to automobile and the long-term effect of trams on traffic.
3
Dey, Subhrasankha, Stephan Winter, and Martin Tomko. "Origin–Destination Flow Estimation from Link Count Data Only." Sensors 20, no. 18 (September 13, 2020): 5226. http://dx.doi.org/10.3390/s20185226.
Повний текст джерелаАнотація:
All established models in transportation engineering that estimate the numbers of trips between origins and destinations from vehicle counts use some form of a priori knowledge of the traffic. This paper, in contrast, presents a new origin–destination flow estimation model that uses only vehicle counts observed by traffic count sensors; it requires neither historical origin–destination trip data for the estimation nor any assumed distribution of flow. This approach utilises a method of statistical origin–destination flow estimation in computer networks, and transfers the principles to the domain of road traffic by applying transport-geographic constraints in order to keep traffic embedded in physical space. Being purely stochastic, our model overcomes the conceptual weaknesses of the existing models, and additionally estimates travel times of individual vehicles. The model has been implemented in a real-world road network in the city of Melbourne, Australia. The model was validated with simulated data and real-world observations from two different data sources. The validation results show that all the origin–destination flows were estimated with a good accuracy score using link count data only. Additionally, the estimated travel times by the model were close approximations to the observed travel times in the real world.
4
Chen, Zhenyi, Robyn Schofield, Melita Keywood, Sam Cleland, Alastair G. Williams, Stephen Wilson, Alan Griffiths, and Yan Xiang. "Observations of the Boundary Layer in the Cape Grim Coastal Region: Interaction with Wind and the Influences of Continental Sources." Remote Sensing 15, no. 2 (January 12, 2023): 461. http://dx.doi.org/10.3390/rs15020461.
Повний текст джерелаАнотація:
A comparative study and evaluation of boundary layer height (BLH) estimation was conducted during an experimental campaign conducted at the Cape Grim Air Pollution station, Australia, from 1 June to 13 July 2019. The temporal and spatial distributions of BLH were studied using data from a ceilometer, sodar, in situ meteorological measurements, and back-trajectory analyses. Generally, the BLH under continental sources is lower than that under marine sources. The BLH is featured with a shallow depth of 515 ± 340 m under the Melbourne/East Victoria continental source. Especially the mixed continental sources (Melbourne/East Victoria and Tasmania direction) lead to a rise in radon concentration and lower BLH. In comparison, the boundary layer reaches a higher averaged BLH value of 730 ± 305 m when marine air is prevalent. The BLH derived from ERA5 is positively biased compared to the ceilometer observations, except when the boundary layer is stable. The height at which wind profiles experience rapid changes corresponds to the BLH value. The wind flow within the boundary layer increased up to ∼200 m, where it then meandered up to ∼300 m. Furthermore, the statistic shows that BLH is positively associated with near-surface wind speed. This study firstly provides information on boundary layer structure in Cape Grim and the interaction with wind, which may aid in further evaluating their associated impacts on the climate and ecosystem.
5
Sevtsuk, Andres, Rounaq Basu, and Bahij Chancey. "We shape our buildings, but do they then shape us? A longitudinal analysis of pedestrian flows and development activity in Melbourne." PLOS ONE 16, no. 9 (September 21, 2021): e0257534. http://dx.doi.org/10.1371/journal.pone.0257534.
Повний текст джерелаАнотація:
Cities are increasingly promoting walkability to tackle climate change, improve urban quality of life, and address socioeconomic inequities that auto-oriented development tends to exacerbate, prompting a need for predictive pedestrian flow models. This paper implements a novel network-based pedestrian flow model at a property-level resolution in the City of Melbourne. Data on Melbourne’s urban form, land-uses, amenities, and pedestrian walkways as well as weather conditions are used to predict pedestrian flows between different land-use pairs, which are subsequently calibrated against hourly observed pedestrian counts from automated sensors. Calibration allows the model extrapolate pedestrian flows on all streets throughout the city center based on reliable baseline observations, and to forecast how new development projects will change existing pedestrian flows. Longitudinal data availability also allows us to validate how accurate such predictions are by comparing model results to actual pedestrian counts observed in following years. Updating the built-environment data annually, we (1) test the accuracy of different calibration techniques for predicting foot-traffic on the city’s streets in subsequent years; (2) assess how changes in the built environment affect changes in foot-traffic; (3) analyze which pedestrian origin-destination flows explain observed foot-traffic during three peak weekday periods; and (4) assess the stability of model predictions over time. We find that annual changes in the built environment have a significant and measurable impact on the spatial distribution of Melbourne’s pedestrian flows. We hope this novel framework can be used by planners to implement “pedestrian impact assessments” for newly planned developments, which can complement traditional vehicular “traffic impact assessments”.
6
Entwisle, TJ. "Phenology of the Cladophora-Stigeoclonium community in Two Urban Creeks of Melbourne." Marine and Freshwater Research 40, no. 5 (1989): 471. http://dx.doi.org/10.1071/mf9890471.
Повний текст джерелаАнотація:
Cladophora glomerata and Stigeoclonium tenue dominate lowland urban creeks in the Yarra River basin of south-central Victoria. In Darebin and Merri Creeks, Cladophora produces extensive mats in summer and autumn, and is mostly replaced by Stigeoclonium in winter and spring. Although Stigeoclonium can grow all year round, it only outcompetes Cladophora in winter and spring, when air temperatures range between a maximum of < 15� C and a nightly minimum of < 10� C (water temperature < 15� C, usually about 10� C). The seasonal composition and abundance of these macroalgae depend on temperature and on the severity of, and time since, the last floods, and the effect that these factors have on interspecific competition. Features of the microhabitat (e.g. photon irradiance, substratum stability and composition, and mean flow rates) determine the range of these variations. The biomass of both macroalgae fluctuates widely; this is due mainly to floods, which can remove almost the entire standing crop. In off-seasons, both species are maintained by small resilient plants or protected populations (in culture, plants remain viable after up to 6 months in complete darkness). Filaments of Cladophora readily produce zoospores and new vegetative growth following dormancy. The prostrate thallus of Stigeoclonium initiates new erect filaments before zoospores are produced. An understanding of the large local and seasonal variations in macroalgal biomass is essential for biological monitoring programmes.
7
Hogan, Fiona E., Marian Weaving, and Gregory R. Johnston. "Isolation and characterisation via 454 sequencing of microsatellites from the tawny frogmouth, Podargus strigoides (Class Aves, Family Podargidae)." Australian Journal of Zoology 60, no. 2 (2012): 133. http://dx.doi.org/10.1071/zo12062.
Повний текст джерелаАнотація:
We isolated 24 novel polymorphic microsatellite markers from the tawny frogmouth, a nocturnal bird endemic to Australia, which has successfully adapted to urban environments. Initially, 454 shotgun sequencing was used to identify 733 loci with primers designed. Of these, we trialled 30 in the target species of which all amplified a product of expected size. Subsequently, all 30 of these loci were screened for variation in 25 individuals, from a single population in Melbourne, Victoria, Australia. Twenty-eight loci were polymorphic with observed heterozygosity ranging from 0.03 to 0.96 (mean 0.58) and the number of alleles per locus ranged from 2 to 18 (average of 6.5); we confirmed that 24 loci conformed to Hardy–Weinberg expectations. The 24 loci identified here will be sufficient to unequivocally identify individuals and will be useful in understanding the reproductive ecology, population genetics and the gene flow amongst localities in urban environments where this bird thrives.
8
Steele, William K., and Michael A. Weston. "The assemblage of birds struck by aircraft differs among nearby airports in the same bioregion." Wildlife Research 48, no. 5 (2021): 422. http://dx.doi.org/10.1071/wr20127.
Повний текст джерелаАнотація:
Abstract ContextBird–aircraft collisions impose an economic cost and safety risk, yet ecological studies that inform bird hazard management are few, and to date no study has formally compared species’ strike profiles across airports. In response to strike risks, airports have implemented customised management on an airport-by-airport basis, based on the assumption that strike risk stems from prevailing local circumstances. We tested this assumption by comparing a decade of wildlife–aircraft strikes at three airports situated in the same bioregion (likely to have similar fauna) of Victoria, Australia. AimTo compare the assemblage of wildlife struck by aircraft at three major airports in the same bioregion. MethodStandardised wildlife strike data were analysed from three airports (Avalon, Melbourne and Essendon Airports), in the Victorian Volcanic Plains bioregion, central Victoria, Australia. Ten discrete 1-year sampling periods from each airport were compared, spanning the period 2009–19. Bird data were comparable, and data on mammals were considered less reliable, so emphasis was placed on birds in the present study. ResultsIn total, 580 bird strikes were analysed, with the most commonly struck species being Australian magpie (Cracticus tibicen; 16.7%), Eurasian skylark (Alauda arvensis; 12.2%), Australian pipit (Anthus australis; 12.1%), masked lapwing (Vanellus miles; 5.9%), nankeen kestrel (Falco cenchroides; 5.0%), house sparrow (Passer domesticus; 4.8%), welcome swallow (Hirundo neoxena; 4.3%) and tree martin (Petrochelidon nigricans; 4.0%). The assemblage of birds struck by aircraft over the decade of study differed between airports. The most commonly struck species drove the assemblage differences between airports. Conclusions and implicationsIn the present study system, airports experienced discrete strike risk profiles, even though they are in the same bioregion. The airports examined differed in terms of air traffic movement rates, aircraft types, landscape context and bird hazard management effort. Given that strike risks profiles differ among airports, customised management at each airport, as is currently the case, is supported.
9
Emami, Azadeh, Majid Sarvi, and Saeed Asadi Bagloee. "A neural network algorithm for queue length estimation based on the concept of k-leader connected vehicles." Journal of Modern Transportation 27, no. 4 (November 24, 2019): 341–54. http://dx.doi.org/10.1007/s40534-019-00200-y.
Повний текст джерелаАнотація:
AbstractThis paper presents a novel method to estimate queue length at signalised intersections using connected vehicle (CV) data. The proposed queue length estimation method does not depend on any conventional information such as arrival flow rate and parameters pertaining to traffic signal controllers. The model is applicable for real-time applications when there are sufficient training data available to train the estimation model. To this end, we propose the idea of “k-leader CVs” to be able to predict the queue which is propagated after the communication range of dedicated short-range communication (the communication platform used in CV system). The idea of k-leader CVs could reduce the risk of communication failure which is a serious concern in CV ecosystems. Furthermore, a linear regression model is applied to weigh the importance of input variables to be used in a neural network model. Vissim traffic simulator is employed to train and evaluate the effectiveness and robustness of the model under different travel demand conditions, a varying number of CVs (i.e. CVs’ market penetration rate) as well as various traffic signal control scenarios. As it is expected, when the market penetration rate increases, the accuracy of the model enhances consequently. In a congested traffic condition (saturated flow), the proposed model is more accurate compared to the undersaturated condition with the same market penetration rates. Although the proposed method does not depend on information of the arrival pattern and traffic signal control parameters, the results of the queue length estimation are still comparable with the results of the methods that highly depend on such information. The proposed algorithm is also tested using large size data from a CV test bed (i.e. Australian Integrated Multimodal Ecosystem) currently underway in Melbourne, Australia. The simulation results show that the model can perform well irrespective of the intersection layouts, traffic signal plans and arrival patterns of vehicles. Based on the numerical results, 20% penetration rate of CVs is a critical threshold. For penetration rates below 20%, prediction algorithms fail to produce reliable outcomes.
10
Tory, K. J., M. E. Cope, G. D. Hess, S. Lee, K. Puri, P. C. Manins, and N. Wong. "The Australian Air Quality Forecasting System. Part III: Case Study of a Melbourne 4-Day Photochemical Smog Event." Journal of Applied Meteorology 43, no. 5 (May 1, 2004): 680–95. http://dx.doi.org/10.1175/2092.1.
Повний текст джерелаАнотація:
Abstract A 4-day photochemical smog event in the Melbourne, Victoria, Australia, region (6–9 March 2001) is examined to assess the performance of the Australian Air Quality Forecasting System (AAQFS). Although peak ozone concentrations measured during this period did not exceed the 1-h national air quality standard of 100 ppb, elevated maximum ozone concentrations in the range of 50–80 ppb were recorded at a number of monitoring stations on all four days. These maximum values were in general very well forecast by the AAQFS. On all but the third day the system predicted the advection of ozone precursors over Port Phillip (the adjacent bay) during the morning, where, later in the day, relatively high ozone concentrations developed. The ozone was advected back inland by bay and sea breezes. On the third day, a southerly component to the background wind direction prevented the precursor drainage over the bay, and the characteristic ozone cycle was disrupted. The success of the system's ability to predict peak ozone at individual monitoring stations was largely dependent on the direction and penetration of the sea and bay breezes, which in turn were dependent on the delicate balance between these winds and the opposing synoptic flow.
Частини книг з теми "Traffic flow Victoria Melbourne"
1
Zhang, Lele, Timothy Garoni, and Somayeh Shiri. "A Comparison of Tram Priority at Signalised Intersections in Melbourne." In Traffic and Granular Flow '15, 587–94. Cham: Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-33482-0_74.
Повний текст джерела