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This paper evaluates the capacity effect of ERTMS/ETCS Hybrid Level 3 (HL3, also known as Hybrid Train Detection, HTD) on a conceptual level by looking at a scenario with two trains and on a network level. Key performance indicators help evaluate the results of implementing HL3: headway for the conceptual model and capacity utilization and punctuality for the network level. The study uses the simulation tool RailSys for both levels. A case study on the interaction between two trains examines how various lengths of virtual blocks affect the performance indicator headway. The network scale simulations use a real-world infrastructure and a complete timetable. Two cases examine how the performance indicators capacity utilization and punctuality are affected by the share of Level 2 and Level 3 trains in a HL3 system. Results from the conceptual two-train interaction show that HL3 slightly improves the headway, but it is similar for varying virtual block lengths. The results from the network model indicate the share of Level 2 and Level 3 trains has minimal effect on punctuality and capacity utilization. However, we identified some factors influencing the HL3 capacity evaluation, like stations and switches on the line, that affect the potential capacity gains., Research funding also provided by Shift2Rail Joint Undertaking [Grant agreement number: 826141].

This paper evaluates the capacity effect of ERTMS/ETCS Hybrid Level 3 (HL3, also known as Hybrid Train Detection, HTD) on a conceptual level by looking at a scenario with two trains and on a network level. Key performance indicators help evaluate the results of implementing HL3: headway for the conceptual model and capacity utilization and punctuality for the network level. The study uses the simulation tool RailSys for both levels. A case study on the interaction between two trains examines how various lengths of virtual blocks affect the performance indicator headway. The network scale simulations use a real-world infrastructure and a complete timetable. Two cases examine how the performance indicators capacity utilization and punctuality are affected by the share of Level 2 and Level 3 trains in a HL3 system. Results from the conceptual two-train interaction show that HL3 slightly improves the headway, but it is similar for varying virtual block lengths. The results from the network model indicate the share of Level 2 and Level 3 trains has minimal effect on punctuality and capacity utilization. However, we identified some factors influencing the HL3 capacity evaluation, like stations and switches on the line, that affect the potential capacity gains., Research funding also provided by Shift2Rail Joint Undertaking [Grant agreement number: 826141].

Aquest TFM pretén desenvolupar i provar una metodologia de calibratge de maniobres de canvi de carril en models microscòpics de trànsit utilitzant un nou tipus de dades que permeten reconstruir trajectòries a partir de loop data, anomenats matched-loop data. En primer lloc, presento la metodologia genèrica en la qual proposo 2 KPI que poden descriure aquestes maniobres. En segon lloc, provo la fiabilitat de la metodologia de calibratge, i en concret dels KPI, amb un experiment de calibratge en un cas pràctic. L'estudi de cas seleccionat és un tram d'autopista a Anvers, Bèlgica., Este TFM pretende desarrollar y probar una metodología de calibración de maniobras de cambio de carril en modelos microscópicos de tráfico utilizando un nuevo tipo de datos que permiten reconstruir trayectorias a partir de loop data, llamados matched-loop data. En primer lugar, presento la metodología genérica en la que propongo 2 KPI que pueden describir estas maniobras. En segundo lugar, pruebo la fiabilidad de la metodología de calibración, y en concreto de los KPI, con un experimento de calibración en un caso práctico. El estudio de caso seleccionado es un tramo de autopista en Amberes, Bélgica., This master thesis aims to develop and test a calibration methodology for lane change manoeuvres in microscopic traffic models using a novel type of data which allows reconstructing trajectories from loop data, called matched-loop data. First, I present the generic methodology where I propose 2 KPIs which can describe the actual behaviour of these manoeuvres. Second, I test the reliability of the calibration methodology, and specifically the KPIs, with a calibration experiment in a case study. The case study selected is a motorway stretch in Antwerp, Belgium.

Projektet har genomförts inom branschprogram KAJT (Kapacitet i Järnvägstrafiken). Projektets huvudsyfte är att utveckla ett verktyg (en modell) som kan användas som stöd för att göra headwayberäkningar i ETCS level 2 (ETCS L2). Verktyget ska modellera broms- och ingripandekurvor enligt de specifikationer som gäller för Baseline 3.6.0 och beskrivs i ERA Subset-26-3 [1]. När dessa beräknats för en viss bansträcka och antagna fordonstyper kan teknisk headway beräknas för respektive signalsträcka. Teknisk headway är den minsta tid som måste finnas mellan två på varandra följande tåg vid respektive signalpunkt (signalsträcka). Tiden beror på en kombination av signalpunkternas placeringar, signalsystemsparametrar, bankarakteristik (hastigheter, lutningar) och fordonsparametrar. Idén med verktyget är att flera parametrar enkelt ska kunna varieras och framför allt att påverkan av signalpunkternas placeringar relativt enkelt ska kunna undersökas systematiskt. Beroende på hur många olika uppsättningar av placeringar som läggs in kan headway beräknas för flera fall samtidigt och jämföras mot varandra. Ett typiskt fall att undersöka, givet en grunduppsättning av signalpunktsplaceringar, är om teknisk headway kan minskas på vissa platser och med hur mycket om placeringen ändras för en eller flera signalpunkter och/eller om en eller flera nya punkter läggs in. En grunduppsättning kan vara föreslagna signalpunktsplaceringar i ett förprojekteringsskede och exempelvis vara i stort sett samma som nuvarande signalplaceringar i ATC (1:1 principen) eller vara ett första placeringsförslag på en framtida bana. Alternativt skapas en helt fiktiv bana på vilken headwayberäkningar görs. Liknande analyser kan göras i exempelvis RailSys men hanteringen med att variera olika parametrar är betydligt mer omständlig och tar tid. RailSys är inte utformat för att enkelt och relativt snabbt kunna skapa och beräkna olika kombinationer av signalpunktsplaceringar., QC 20221201

Projektet har genomförts inom branschprogram KAJT (Kapacitet i Järnvägstrafiken). Projektets huvudsyfte är att utveckla ett verktyg (en modell) som kan användas som stöd för att göra headwayberäkningar i ETCS level 2 (ETCS L2). Verktyget ska modellera broms- och ingripandekurvor enligt de specifikationer som gäller för Baseline 3.6.0 och beskrivs i ERA Subset-26-3 [1]. När dessa beräknats för en viss bansträcka och antagna fordonstyper kan teknisk headway beräknas för respektive signalsträcka. Teknisk headway är den minsta tid som måste finnas mellan två på varandra följande tåg vid respektive signalpunkt (signalsträcka). Tiden beror på en kombination av signalpunkternas placeringar, signalsystemsparametrar, bankarakteristik (hastigheter, lutningar) och fordonsparametrar. Idén med verktyget är att flera parametrar enkelt ska kunna varieras och framför allt att påverkan av signalpunkternas placeringar relativt enkelt ska kunna undersökas systematiskt. Beroende på hur många olika uppsättningar av placeringar som läggs in kan headway beräknas för flera fall samtidigt och jämföras mot varandra. Ett typiskt fall att undersöka, givet en grunduppsättning av signalpunktsplaceringar, är om teknisk headway kan minskas på vissa platser och med hur mycket om placeringen ändras för en eller flera signalpunkter och/eller om en eller flera nya punkter läggs in. En grunduppsättning kan vara föreslagna signalpunktsplaceringar i ett förprojekteringsskede och exempelvis vara i stort sett samma som nuvarande signalplaceringar i ATC (1:1 principen) eller vara ett första placeringsförslag på en framtida bana. Alternativt skapas en helt fiktiv bana på vilken headwayberäkningar görs. Liknande analyser kan göras i exempelvis RailSys men hanteringen med att variera olika parametrar är betydligt mer omständlig och tar tid. RailSys är inte utformat för att enkelt och relativt snabbt kunna skapa och beräkna olika kombinationer av signalpunktsplaceringar., QC 20221201

Projektet har genomförts inom branschprogram KAJT (Kapacitet i Järnvägstrafiken). Projektets huvudsyfte är att utveckla ett verktyg (en modell) som kan användas som stöd för att göra headwayberäkningar i ETCS level 2 (ETCS L2). Verktyget ska modellera broms- och ingripandekurvor enligt de specifikationer som gäller för Baseline 3.6.0 och beskrivs i ERA Subset-26-3 [1]. När dessa beräknats för en viss bansträcka och antagna fordonstyper kan teknisk headway beräknas för respektive signalsträcka. Teknisk headway är den minsta tid som måste finnas mellan två på varandra följande tåg vid respektive signalpunkt (signalsträcka). Tiden beror på en kombination av signalpunkternas placeringar, signalsystemsparametrar, bankarakteristik (hastigheter, lutningar) och fordonsparametrar. Idén med verktyget är att flera parametrar enkelt ska kunna varieras och framför allt att påverkan av signalpunkternas placeringar relativt enkelt ska kunna undersökas systematiskt. Beroende på hur många olika uppsättningar av placeringar som läggs in kan headway beräknas för flera fall samtidigt och jämföras mot varandra. Ett typiskt fall att undersöka, givet en grunduppsättning av signalpunktsplaceringar, är om teknisk headway kan minskas på vissa platser och med hur mycket om placeringen ändras för en eller flera signalpunkter och/eller om en eller flera nya punkter läggs in. En grunduppsättning kan vara föreslagna signalpunktsplaceringar i ett förprojekteringsskede och exempelvis vara i stort sett samma som nuvarande signalplaceringar i ATC (1:1 principen) eller vara ett första placeringsförslag på en framtida bana. Alternativt skapas en helt fiktiv bana på vilken headwayberäkningar görs. Liknande analyser kan göras i exempelvis RailSys men hanteringen med att variera olika parametrar är betydligt mer omständlig och tar tid. RailSys är inte utformat för att enkelt och relativt snabbt kunna skapa och beräkna olika kombinationer av signalpunktsplaceringar., QC 20221201

Projektet har genomförts inom branschprogram KAJT (Kapacitet i Järnvägstrafiken). Projektets huvudsyfte är att utveckla ett verktyg (en modell) som kan användas som stöd för att göra headwayberäkningar i ETCS level 2 (ETCS L2). Verktyget ska modellera broms- och ingripandekurvor enligt de specifikationer som gäller för Baseline 3.6.0 och beskrivs i ERA Subset-26-3 [1]. När dessa beräknats för en viss bansträcka och antagna fordonstyper kan teknisk headway beräknas för respektive signalsträcka. Teknisk headway är den minsta tid som måste finnas mellan två på varandra följande tåg vid respektive signalpunkt (signalsträcka). Tiden beror på en kombination av signalpunkternas placeringar, signalsystemsparametrar, bankarakteristik (hastigheter, lutningar) och fordonsparametrar. Idén med verktyget är att flera parametrar enkelt ska kunna varieras och framför allt att påverkan av signalpunkternas placeringar relativt enkelt ska kunna undersökas systematiskt. Beroende på hur många olika uppsättningar av placeringar som läggs in kan headway beräknas för flera fall samtidigt och jämföras mot varandra. Ett typiskt fall att undersöka, givet en grunduppsättning av signalpunktsplaceringar, är om teknisk headway kan minskas på vissa platser och med hur mycket om placeringen ändras för en eller flera signalpunkter och/eller om en eller flera nya punkter läggs in. En grunduppsättning kan vara föreslagna signalpunktsplaceringar i ett förprojekteringsskede och exempelvis vara i stort sett samma som nuvarande signalplaceringar i ATC (1:1 principen) eller vara ett första placeringsförslag på en framtida bana. Alternativt skapas en helt fiktiv bana på vilken headwayberäkningar görs. Liknande analyser kan göras i exempelvis RailSys men hanteringen med att variera olika parametrar är betydligt mer omständlig och tar tid. RailSys är inte utformat för att enkelt och relativt snabbt kunna skapa och beräkna olika kombinationer av signalpunktsplaceringar., QC 20221201

Projektet har genomförts inom branschprogram KAJT (Kapacitet i Järnvägstrafiken). Projektets huvudsyfte är att utveckla ett verktyg (en modell) som kan användas som stöd för att göra headwayberäkningar i ETCS level 2 (ETCS L2). Verktyget ska modellera broms- och ingripandekurvor enligt de specifikationer som gäller för Baseline 3.6.0 och beskrivs i ERA Subset-26-3 [1]. När dessa beräknats för en viss bansträcka och antagna fordonstyper kan teknisk headway beräknas för respektive signalsträcka. Teknisk headway är den minsta tid som måste finnas mellan två på varandra följande tåg vid respektive signalpunkt (signalsträcka). Tiden beror på en kombination av signalpunkternas placeringar, signalsystemsparametrar, bankarakteristik (hastigheter, lutningar) och fordonsparametrar. Idén med verktyget är att flera parametrar enkelt ska kunna varieras och framför allt att påverkan av signalpunkternas placeringar relativt enkelt ska kunna undersökas systematiskt. Beroende på hur många olika uppsättningar av placeringar som läggs in kan headway beräknas för flera fall samtidigt och jämföras mot varandra. Ett typiskt fall att undersöka, givet en grunduppsättning av signalpunktsplaceringar, är om teknisk headway kan minskas på vissa platser och med hur mycket om placeringen ändras för en eller flera signalpunkter och/eller om en eller flera nya punkter läggs in. En grunduppsättning kan vara föreslagna signalpunktsplaceringar i ett förprojekteringsskede och exempelvis vara i stort sett samma som nuvarande signalplaceringar i ATC (1:1 principen) eller vara ett första placeringsförslag på en framtida bana. Alternativt skapas en helt fiktiv bana på vilken headwayberäkningar görs. Liknande analyser kan göras i exempelvis RailSys men hanteringen med att variera olika parametrar är betydligt mer omständlig och tar tid. RailSys är inte utformat för att enkelt och relativt snabbt kunna skapa och beräkna olika kombinationer av signalpunktsplaceringar., QC 20221201

Even before the start of the COVID-19 pandemic, bus ridership in the United States had attained its lowest level since 1973. If transit agencies hope to reverse this trend, they must understand how their service allocation policies affect ridership. This paper is among the first to model ridership trends on a hyper-local level over time. A Poisson fixed-effects model is developed to evaluate the ridership elasticity to frequency on weekdays using passenger count data from Portland, Miami, Minneapolis/St-Paul, and Atlanta between 2012 and 2018. In every agency, ridership is found to be elastic to frequency when observing the variation between individual route-segments at one point in time. In other words, the most frequent routes are already the most productive in terms of passengers per vehicle-trip. When observing the variation within each route-segment over time, however, ridership is inelastic; each additional vehicle-trip is expected to generate less ridership than the average bus already on the route. In three of the four agencies, the elasticity is a decreasing function of prior frequency, meaning that low-frequency routes are the most sensitive to changes in frequency. This paper can help transit agencies anticipate the marginal effect of shifting service throughout the network. As the quality and availability of passenger count data improve, this paper can serve as the methodological basis to explore the dynamics of bus ridership.

Autor provede analýzu současného stavu linkového vedení pardubické MHD včetně rešerše již zpracovaných kvalifikačních prací. Dále autor poukáže na nedostatky MHD z hlediska linkového vedení, a to v návaznosti na tarif, přestupní vazby a koordinaci linek ve společných úsecích. Navrhne opatření v oblasti organizace dopravy, která by mohla přispět ke zkvalitnění systému MHD, a poukáže na rizika, která by taková změna přinesla., The author will analyse the current state of the line management of Pardubice public transport system, including a research of published theses. Furthermore, the author points out the shortcomings of public transport in terms of line arrangement, in relation to the tariff, transfer links and coordination of lines in common sections. He will propose measures in the field of transport organization that could contribute to improving the quality of the public transport system and he will highlight the risks that such a change would bring., Dopravní fakulta Jana Pernera, Student dokázal svou bakalářskou práci vcelku dobrým způsobem objasnit, avšak při obhajobě komise narazila na několik nedostatků. Především na návrh nového linkového vedení je jen popisně zpracován a nezakládá se na žádné propracované analýze. Jedná se jen o návrh autora a není ničím podložen. Následně podkapitola týkající se zastavování na stanovišti u hlavního nádraží je nedostatečně zpracována, chybí zde jakýkoliv opodstatnění navrhovaného stavu autora. Další podkapitoly návrhů autora jsou sepsány laicky a nemají žádné opodstatnění, zdůvodnění a také vyčíslení změn. Následuje absence jakéhokoliv vyčíslení návrhu v textu prácě (kromě příloh)., Dokončená práce s úspěšnou obhajobou

In this study, we develop an advanced econometric model that considers the potential endogeneity of stop level headway in modeling bus ridership. We recognize that bus stops with higher potential demand are also like to have higher frequency of buses (or lower headway between buses). We consider headway endogeneity by proposing a simultaneous equation system that considers headway and ridership in a joint framework. The proposed model is developed employing stop level ridership data from the Orlando region for 11 quadrimesters (four-month time periods). The presence of multiple data points for each stop allows us to develop panel models for headway, boarding, and alighting. The headway variable is modeled using a panel ordered logit model while the ridership variables are modeled using a panel grouped ordered logit models. The model estimation results justify the consideration of headway endogeneity in bus ridership analysis. To illustrate the value of the proposed model, a validation exercise and a policy analysis exercise are conducted.

Existing models which describe crowd movement are running out of time and are failing to take the change of people’s characteristics into account. The purpose of this study is to determine the “state-of- the-art” regarding the research within the field of crowd movement and identify parameters that influence crowd movement. To do this, a scoping review was conducted and the articles that were found were analyzed further according to a systematic framework. The outcome of the scoping review was an in-depth analysis of thirty-five articles. This analysis resulted in fifty identified parameters and the analysis of relationships between those showed that twenty-two of them may be considered as fundamental. Suggestions of further research are presented with respect to the articles included and the analysis made. This future research may be focused on the twenty-two fundamental parameters and in particular six out of those twenty-two.

Existing models which describe crowd movement are running out of time and are failing to take the change of people’s characteristics into account. The purpose of this study is to determine the “state-of- the-art” regarding the research within the field of crowd movement and identify parameters that influence crowd movement. To do this, a scoping review was conducted and the articles that were found were analyzed further according to a systematic framework. The outcome of the scoping review was an in-depth analysis of thirty-five articles. This analysis resulted in fifty identified parameters and the analysis of relationships between those showed that twenty-two of them may be considered as fundamental. Suggestions of further research are presented with respect to the articles included and the analysis made. This future research may be focused on the twenty-two fundamental parameters and in particular six out of those twenty-two.

El transport públic és un dels factors més importants de la mobilitat dels habitants en ciutats. Els problemes de congestió del trànsit apunten a l’ús del transport públic com la principal solució sostenible per realitzar desplaçaments dins la ciutat, i d’aquesta manera es tendeix a potenciar el pes del transport públic respecte l’automòbil privat. Els autobusos son una peça clau dins la mobilitat de les ciutats, remarcant la flexibilitat que aquest mode de transport ofereix. És per això que es fa necessari mantenir un servei òptim. Una xarxa de transport públic ha de buscar un punt d’equilibri entre els costos de l’usuari i els costos operacionals. En aquest sentit i en el context de la ciutat de Vic, s’ha d’avançar en la búsqueda del nou disseny de transport òptim que conjugui aquests aspectes. Així es plantejarà una metodologia per la creació d’una xarxa eficient d’autobusos locals que doni servei a la demanda d’una regió amb unes prestacions adequades. Aquest estudi treballarà per fer de la xarxa de transport públic urbà de Vic, Calldetenes i Gurb, una xarxa més eficient per tal de recuperar els usuaris perduts en els últims darrers anys. Aquesta xarxa és una xarxa reduïda, amb 5 línies, i per tant, l’estudi, tot i basar-se en els aspectes més teòrics, serà personalitzat i a nivell d’escala petita, per tal de resoldre els problemes que els usuaris han expressat i l’Ajuntament així ho ha comunicat. Per fer-ho, es tindran en compte els aspectes més rellevants de la xarxa i els seus costos per donar el servei més eficient amb la major cobertura territorial, Public transportation is one of the most important mobility factors in cities. Congestion problems in traffic point to public transportation as the main sustainable solution to move around the city, and so public transportation is empowered in respect to private cars. Buses are an important key in mobility in cities due to their flexibility. For this reason this way of transport need to be optimized and well planned to give the better service, being also in equilibrium between user costs and operational costs. In the context of the city of Vic, there is the need to move forward in the search of a new optimal design combining these aspects. For this reason a new efficient design of its transportation system is going to be studied to give service solving the main problems detected. This study is going to work to turn the urban transportation system from Vic, Calldetenes and Gurb into a more efficient one to try to recuperate the users it has been losing over the last years. This system is quite small compared to big cities, it has 5 bus lines, and so this study is going to be based on the theoretical aspects but personalized in a small scale to try to solve the problems that users have expressed and the City Council have communicated. To do so, the most relevant aspects will be taken into account and so the costs of the system to try to give the most efficient system with the most spatial coverture.

El transport públic és un dels factors més importants de la mobilitat dels habitants en ciutats. Els problemes de congestió del trànsit apunten a l’ús del transport públic com la principal solució sostenible per realitzar desplaçaments dins la ciutat, i d’aquesta manera es tendeix a potenciar el pes del transport públic respecte l’automòbil privat. Els autobusos son una peça clau dins la mobilitat de les ciutats, remarcant la flexibilitat que aquest mode de transport ofereix. És per això que es fa necessari mantenir un servei òptim. Una xarxa de transport públic ha de buscar un punt d’equilibri entre els costos de l’usuari i els costos operacionals. En aquest sentit i en el context de la ciutat de Vic, s’ha d’avançar en la búsqueda del nou disseny de transport òptim que conjugui aquests aspectes. Així es plantejarà una metodologia per la creació d’una xarxa eficient d’autobusos locals que doni servei a la demanda d’una regió amb unes prestacions adequades. Aquest estudi treballarà per fer de la xarxa de transport públic urbà de Vic, Calldetenes i Gurb, una xarxa més eficient per tal de recuperar els usuaris perduts en els últims darrers anys. Aquesta xarxa és una xarxa reduïda, amb 5 línies, i per tant, l’estudi, tot i basar-se en els aspectes més teòrics, serà personalitzat i a nivell d’escala petita, per tal de resoldre els problemes que els usuaris han expressat i l’Ajuntament així ho ha comunicat. Per fer-ho, es tindran en compte els aspectes més rellevants de la xarxa i els seus costos per donar el servei més eficient amb la major cobertura territorial, Public transportation is one of the most important mobility factors in cities. Congestion problems in traffic point to public transportation as the main sustainable solution to move around the city, and so public transportation is empowered in respect to private cars. Buses are an important key in mobility in cities due to their flexibility. For this reason this way of transport need to be optimized and well planned to give the better service, being also in equilibrium between user costs and operational costs. In the context of the city of Vic, there is the need to move forward in the search of a new optimal design combining these aspects. For this reason a new efficient design of its transportation system is going to be studied to give service solving the main problems detected. This study is going to work to turn the urban transportation system from Vic, Calldetenes and Gurb into a more efficient one to try to recuperate the users it has been losing over the last years. This system is quite small compared to big cities, it has 5 bus lines, and so this study is going to be based on the theoretical aspects but personalized in a small scale to try to solve the problems that users have expressed and the City Council have communicated. To do so, the most relevant aspects will be taken into account and so the costs of the system to try to give the most efficient system with the most spatial coverture.

Analizom procesa kretanja vozila duž linije identifikovani su parametri koji utiču na širenje poremećaja intervala sleđenja. Na osnovu utvrđenih relacija između parametara, formiran je deterministički model. Modelom je predstavljeno širenje i slaganje više prostih poremećaja intervala sleđenja po stajalištima duž linije i po polascima u redu vožnje na jednoj liniji javnog gradskog prevoza putnika. U radu je izvršena matematička analiza složenog uticaja različitih parametara na širenje poremećaja intervala sleđenja vozila. Rezultati analize su pokazali da je u fazi projektovanja sistema u velikoj meri moguće uticati na sekundarne poremećaje intervala sleđenja i preventivno delovati na povećanje stepena ravnomernosti intervala sleđenja na liniji. U skladu sa zaključcima analize modela razvijen je postupak optimizacije kojim se sa aspekta vremena boravka putnika u sistemu i dostignute ravnomernosti intervala sleđenja, vrednuje podela dijametralne linije na dve radijalne., An analysis of the process of vehicle movement along the line was used to identify the parameters which influence irregular headway propagation. The established relations between the parameters were used to form a deterministic model. The model describes the propagation and concurrence of numerous primary headway irregularities by the stops along the line and by the scheduled departure times at one urban public transport system line. The paper presents a mathematical analysis of the complex effect of various parameters on the irregular headway propagation. The results of the analysis have shown that the secondary headway irregularites could be largely affected during the transport system design phase, thus preventing the increase in the degree of headway uniformity along the line. In accordance with the conclusions of the model analysis, an optimisation method has been developed, which is used to evaluate the division of the diametrical line into two radial lines from the aspect of on-line travel time and the achieved headway uniformity.

Hög kapacitet såväl som låg kapacitet kan kosta mycket pengar. Målsättningen för detta arbete är att besvara hur den svenska höghastighetsjärnvägen kan utformas för att hitta en väl avvägd balans mellan kostnader och kapacitet. De faktorer som valts ut för studien är: headway, längd på blocksträckor, växelhastigeter och längd på sidospår. Arbetet inleds med en litteraturstudie där andra studier rörande kapacitet på järnväg studeras för att ge en samlad bild kring kunskapen inom ämnet. Efter litteraturstudien följer beräkningar och resultat som berör och försöker besvara arbetets frågeställning. Headway som eftersträvas vid en utbyggnad av höghastighetsjärnväg i Sverige är 2,5 minuter, eller 13 333 meter vid 320 km/h. Vid inbromsning mot stopp ska signalsystemet dessutom hantera headway ner till 2,0 minuter. Beroende på lutningar och beräkningsmetod kan den ovan nämnda headway uppnås med olika förutsättningar. Blocklängderna kan vara mellan 1000 och 2000 meter långa beroende på beräkningsmetod. Om blocksträckorna emellertid utformas till 1 300 till 1 400 meter finns det möjlighet att kombinera utrustning för blocksträckor och kontaktledningssektioner och samlokalisera tekniken på linjen. För att underlätta för trafikledningen och upprätthålla oföränderlig headway bör om möjligt blocksträckorna utformas med samma avstånd och inte variera i längd. För att upprätthålla en hög headway samtidigt som längden på sidospåren hålls nere föreslås växelhastigheten till 140 km/h som ger krav på 871 meter från det att tåget passerar växeln till stillastående. Beroende på utformning av driftplatser på den nya järnvägen kan sidospåren då bli uppemot 1 800 meter långa. Med en asymmetrisk stationsutformning kan längden på sidospåren hållas nere och kostnaderna minska.

As highway systems become more congested, it becomes increasingly important to understand the reliability with which we can estimate important performance measures such as volume to capacity ratios, particularly as we move toward leveraging field infrastructure to obtain real-time performance measures. In 1947, Greenshields wrote a paper that characterized “green time consumed” by “car-in-line-number” that ultimately was called headway. Average headway is one of principles used by the highway capacity manual to estimate saturation flow rate at signalized intersections. However, the current analytical techniques calculate a deterministic value for saturation flow rate that does not consider the stochastic variation of saturation flow rate. This paper reviews techniques used to estimate saturation flow rate, and proposes enhanced calculation methods to group saturation flow rate estimates by queue length. Grouping saturation flow rate estimates by queue length provides a convenient framework to evaluate saturation flow rate reliability. The inter-quartile range (25% - 75%) of saturation flow rates was calculated to be 1000vph based on Greenshields’ calculation techniques. Using the proposed enhanced calculation characterizing saturation flow rate, the inter-quartile range of saturation flow rate was shown to decrease from approximately 400 vph with 5 cars in a queue to 300 vph with 10 cars in queue. Because saturation flow rate is a fundamental input to volume-to-capacity performance measures, characterizing the stochastic variation of saturation flow rates provides a basic input for assessing how reliably one can estimate important performance measures such as volume-to-capacity ratios, as well as other performance measures that build upon volume-to-capacity ratios.

As highway systems become more congested, it becomes increasingly important to understand the reliability with which we can estimate important performance measures such as volume to capacity ratios, particularly as we move toward leveraging field infrastructure to obtain real-time performance measures. In 1947, Greenshields wrote a paper that characterized “green time consumed” by “car-in-line-number” that ultimately was called headway. Average headway is one of principles used by the highway capacity manual to estimate saturation flow rate at signalized intersections. However, the current analytical techniques calculate a deterministic value for saturation flow rate that does not consider the stochastic variation of saturation flow rate. This paper reviews techniques used to estimate saturation flow rate, and proposes enhanced calculation methods to group saturation flow rate estimates by queue length. Grouping saturation flow rate estimates by queue length provides a convenient framework to evaluate saturation flow rate reliability. The inter-quartile range (25% - 75%) of saturation flow rates was calculated to be 1000vph based on Greenshields’ calculation techniques. Using the proposed enhanced calculation characterizing saturation flow rate, the inter-quartile range of saturation flow rate was shown to decrease from approximately 400 vph with 5 cars in a queue to 300 vph with 10 cars in queue. Because saturation flow rate is a fundamental input to volume-to-capacity performance measures, characterizing the stochastic variation of saturation flow rates provides a basic input for assessing how reliably one can estimate important performance measures such as volume-to-capacity ratios, as well as other performance measures that build upon volume-to-capacity ratios.

The Stockholm bypass (Förbifart Stockholm) project is a new road project that will create a bypass of central Stockholm. The entire project includes motorways, bridges and two tunnels, one of which will be 16.5 km. The Stockholm bypass is the largest infrastructure project in Sweden to date. When the road is in a tunnel, and especially in a long tunnel, maintaining the highest possible level of safety is paramount. The present report describes a simulator study on the merging of traffic from entry-ramps into the main tunnel. The study focused upon the specific situation of driving down the entry-ramps and entering (merging) into the main tunnel with a special emphasis on measures of safety and driving performance. A group of 21 test drivers, 11 males and 10 females, participated in the study. They were instructed to drive a series of test scenarios in a 3D-model of the Stockholm bypass tunnel in the VTI driving simulator III. There was simulated traffic in the main tunnel to improve the realism. Two relatively small gap sizes between vehicles in the main tunnel were used, representing gape sizes that road users can observe on a daily basis when using the E4 motorway through Stockholm. Driving performance (speed, time headway, vehicle position, and distance to tunnel wall) and the test drivers’ experiences of the driving task were measured. The main results of the study suggest that the merging zones were too short for some of the drivers to merge comfortably and safely. The merging zones are found at the point where the entry-ramp tunnels merge with the main motorway tunnel and comprise an observation section, an adjustment section and a completion section. The distance-to-wall results for the Vinsta ramp (0.5 km) with heavy traffic are particularly concerning from a road traffic safety perspective because more than 25 % of the drivers completed the merging manoeuvre with less than two seconds of time headway remaining before the end of the completion section.

Angkutan umum merupakan salah satu sarana transportasi darat yang masih digunakan oleh sebagian masyarakat dalam menunjang mobilitas untuk melakukan aktivitasnya. Penelitian ini dilakukan dengan metode survei lapangan secara langsung. Berdasarkan analisis, diperoleh headway rute Pasar – Girimaya yaitu sebesar 2,78 menit dengan pergerakan angkutan umum dalam 12 jam sebanyak 251 angkutan umum, dan headway rute Pasar – Sampur sebesar 2,94 menit dengan 235 jumlah angkutan umum yang melewati jalan Rusli Romli, dapat menunjukkan bahwa pergerakan angkutan umum di jalan Rusli Romli kurang efektif. Dan dari nilai DS pada sore hari sebesar 0,19 termasuk kedalam tingkat pelayanan A yaitu kondisi arus lalu lintas bebas. Tetapi berdasarkan kecepatan tempuh yaitu sebesar 22,19 km/jam dan kecepatan arus bebas yaitu 42,80 km/jam. Situasi tersebut dikarenakan banyaknya kendaraan yang parkir di sisi jalan selain itu banyak angkutan umum yang menjadikan sepanjang jalan Rusli Romli sebagai terminal bayangan. Upaya yang dapat dilakukan adalah dengan pengurangan jumlah armada yang beroperasi agar faktor muatan penumpang mencapai 70 %, dengan mengurangi jumlah armada angkutan umum rute Pasar - Girimaya sebanyak 15 angkutan umum dan rute Pasar - Sampur sebanyak 25 angkutan umum, selain itu perlu adanya terminal yang cukup luas, dan perlu adanya penertiban terminal bayangan angkutan umum oleh pihak-pihak yang bersangkutan.

The Stockholm bypass (Förbifart Stockholm) project is a new road project that will create a bypass of central Stockholm. The entire project includes motorways, bridges and two tunnels, one of which will be 16.5 km. The Stockholm bypass is the largest infrastructure project in Sweden to date. When the road is in a tunnel, and especially in a long tunnel, maintaining the highest possible level of safety is paramount. The present report describes a simulator study on the merging of traffic from entry-ramps into the main tunnel. The study focused upon the specific situation of driving down the entry-ramps and entering (merging) into the main tunnel with a special emphasis on measures of safety and driving performance. A group of 21 test drivers, 11 males and 10 females, participated in the study. They were instructed to drive a series of test scenarios in a 3D-model of the Stockholm bypass tunnel in the VTI driving simulator III. There was simulated traffic in the main tunnel to improve the realism. Two relatively small gap sizes between vehicles in the main tunnel were used, representing gape sizes that road users can observe on a daily basis when using the E4 motorway through Stockholm. Driving performance (speed, time headway, vehicle position, and distance to tunnel wall) and the test drivers’ experiences of the driving task were measured. The main results of the study suggest that the merging zones were too short for some of the drivers to merge comfortably and safely. The merging zones are found at the point where the entry-ramp tunnels merge with the main motorway tunnel and comprise an observation section, an adjustment section and a completion section. The distance-to-wall results for the Vinsta ramp (0.5 km) with heavy traffic are particularly concerning from a road traffic safety perspective because more than 25 % of the drivers completed the merging manoeuvre with less than two seconds of time headway remaining before the end of the completion section., Kunskapscentrum vid VTI för Virtual Prototyping

The Stockholm bypass (Förbifart Stockholm) project is a new road project that will create a bypass of central Stockholm. The entire project includes motorways, bridges and two tunnels, one of which will be 16.5 km. The Stockholm bypass is the largest infrastructure project in Sweden to date. When the road is in a tunnel, and especially in a long tunnel, maintaining the highest possible level of safety is paramount. The present report describes a simulator study on the merging of traffic from entry-ramps into the main tunnel. The study focused upon the specific situation of driving down the entry-ramps and entering (merging) into the main tunnel with a special emphasis on measures of safety and driving performance. A group of 21 test drivers, 11 males and 10 females, participated in the study. They were instructed to drive a series of test scenarios in a 3D-model of the Stockholm bypass tunnel in the VTI driving simulator III. There was simulated traffic in the main tunnel to improve the realism. Two relatively small gap sizes between vehicles in the main tunnel were used, representing gape sizes that road users can observe on a daily basis when using the E4 motorway through Stockholm. Driving performance (speed, time headway, vehicle position, and distance to tunnel wall) and the test drivers’ experiences of the driving task were measured. The main results of the study suggest that the merging zones were too short for some of the drivers to merge comfortably and safely. The merging zones are found at the point where the entry-ramp tunnels merge with the main motorway tunnel and comprise an observation section, an adjustment section and a completion section. The distance-to-wall results for the Vinsta ramp (0.5 km) with heavy traffic are particularly concerning from a road traffic safety perspective because more than 25 % of the drivers completed the merging manoeuvre with less than two seconds of time headway remaining before the end of the completion section.

Angkutan umum merupakan salah satu sarana transportasi darat yang masih digunakan oleh sebagian masyarakat dalam menunjang mobilitas untuk melakukan aktivitasnya. Penelitian ini dilakukan dengan metode survei lapangan secara langsung. Berdasarkan analisis, diperoleh headway rute Pasar – Girimaya yaitu sebesar 2,78 menit dengan pergerakan angkutan umum dalam 12 jam sebanyak 251 angkutan umum, dan headway rute Pasar – Sampur sebesar 2,94 menit dengan 235 jumlah angkutan umum yang melewati jalan Rusli Romli, dapat menunjukkan bahwa pergerakan angkutan umum di jalan Rusli Romli kurang efektif. Dan dari nilai DS pada sore hari sebesar 0,19 termasuk kedalam tingkat pelayanan A yaitu kondisi arus lalu lintas bebas. Tetapi berdasarkan kecepatan tempuh yaitu sebesar 22,19 km/jam dan kecepatan arus bebas yaitu 42,80 km/jam. Situasi tersebut dikarenakan banyaknya kendaraan yang parkir di sisi jalan selain itu banyak angkutan umum yang menjadikan sepanjang jalan Rusli Romli sebagai terminal bayangan. Upaya yang dapat dilakukan adalah dengan pengurangan jumlah armada yang beroperasi agar faktor muatan penumpang mencapai 70 %, dengan mengurangi jumlah armada angkutan umum rute Pasar - Girimaya sebanyak 15 angkutan umum dan rute Pasar - Sampur sebanyak 25 angkutan umum, selain itu perlu adanya terminal yang cukup luas, dan perlu adanya penertiban terminal bayangan angkutan umum oleh pihak-pihak yang bersangkutan.

As highway systems become more congested, it becomes increasingly important to understand the reliability with which we can estimate important performance measures such as volume to capacity ratios, particularly as we move toward leveraging field infrastructure to obtain real-time performance measures. In 1947, Greenshields wrote a paper that characterized “green time consumed” by “car-in-line-number” that ultimately was called headway. Average headway is one of principles used by the highway capacity manual to estimate saturation flow rate at signalized intersections. However, the current analytical techniques calculate a deterministic value for saturation flow rate that does not consider the stochastic variation of saturation flow rate. This paper reviews techniques used to estimate saturation flow rate, and proposes enhanced calculation methods to group saturation flow rate estimates by queue length. Grouping saturation flow rate estimates by queue length provides a convenient framework to evaluate saturation flow rate reliability. The inter-quartile range (25% - 75%) of saturation flow rates was calculated to be 1000vph based on Greenshields’ calculation techniques. Using the proposed enhanced calculation characterizing saturation flow rate, the inter-quartile range of saturation flow rate was shown to decrease from approximately 400 vph with 5 cars in a queue to 300 vph with 10 cars in queue. Because saturation flow rate is a fundamental input to volume-to-capacity performance measures, characterizing the stochastic variation of saturation flow rates provides a basic input for assessing how reliably one can estimate important performance measures such as volume-to-capacity ratios, as well as other performance measures that build upon volume-to-capacity ratios.

As highway systems become more congested, it becomes increasingly important to understand the reliability with which we can estimate important performance measures such as volume to capacity ratios, particularly as we move toward leveraging field infrastructure to obtain real-time performance measures. In 1947, Greenshields wrote a paper that characterized “green time consumed” by “car-in-line-number” that ultimately was called headway. Average headway is one of principles used by the highway capacity manual to estimate saturation flow rate at signalized intersections. However, the current analytical techniques calculate a deterministic value for saturation flow rate that does not consider the stochastic variation of saturation flow rate. This paper reviews techniques used to estimate saturation flow rate, and proposes enhanced calculation methods to group saturation flow rate estimates by queue length. Grouping saturation flow rate estimates by queue length provides a convenient framework to evaluate saturation flow rate reliability. The inter-quartile range (25% - 75%) of saturation flow rates was calculated to be 1000vph based on Greenshields’ calculation techniques. Using the proposed enhanced calculation characterizing saturation flow rate, the inter-quartile range of saturation flow rate was shown to decrease from approximately 400 vph with 5 cars in a queue to 300 vph with 10 cars in queue. Because saturation flow rate is a fundamental input to volume-to-capacity performance measures, characterizing the stochastic variation of saturation flow rates provides a basic input for assessing how reliably one can estimate important performance measures such as volume-to-capacity ratios, as well as other performance measures that build upon volume-to-capacity ratios.

Traffic theory is concerned with the movement of discrete objects in real time over a finite network in 2 Dimensions. It is compatible with or dependent on fundamental diagram of traffic. Without question traffic flow is an essential quantitative parameter that is used in planning, designs and roadway improvements.  Road capacity is significant because it is an important indicator of road performance and can point road managers in the right road maintenance and traffic management direction. In this paper four direct empirical capacity measurement methods have been considered. To test the efficacy of each method, data for peak period, off-peak and transition to peak have been used. The headway and the volume methods lack predictive capability and are suitable only for current assessment of flow rates.  The product limit method is weak in its predictive capability in view of the arbitrariness in the selection of the capacity value. It is also an extreme value method; hence not all volume data can be used with this method. The fundamental diagram method has good predictive capability and furnishes capacity values consistent with the standard of the facility. Unlike other methods, it does not rely on bottleneck conditions to deliver the capacity value.  The paper concluded that each method is uniquely suited to prevailing conditions and can be so employed.

Traffic theory is concerned with the movement of discrete objects in real time over a finite network in 2 Dimensions. It is compatible with or dependent on fundamental diagram of traffic. Without question traffic flow is an essential quantitative parameter that is used in planning, designs and roadway improvements.  Road capacity is significant because it is an important indicator of road performance and can point road managers in the right road maintenance and traffic management direction. In this paper four direct empirical capacity measurement methods have been considered. To test the efficacy of each method, data for peak period, off-peak and transition to peak have been used. The headway and the volume methods lack predictive capability and are suitable only for current assessment of flow rates.  The product limit method is weak in its predictive capability in view of the arbitrariness in the selection of the capacity value. It is also an extreme value method; hence not all volume data can be used with this method. The fundamental diagram method has good predictive capability and furnishes capacity values consistent with the standard of the facility. Unlike other methods, it does not rely on bottleneck conditions to deliver the capacity value.  The paper concluded that each method is uniquely suited to prevailing conditions and can be so employed.

Roundabouts have been continuously constructed in the U.S. in recent years, as studies have shown their capability of reducing crash risk and severity when compared with signalized intersections. Despite of the safety benefits offered by roundabouts, operational efficiency is required be analyzed when considering building roundabouts. As a prevailing simulation platform for modeling roundabouts, VISSIM have been widely applied in practice to facilitate analyzing the operational performance of roundabouts. Considering that an essential prerequisite to preparing a VISSIM roundabout model is to calibrate the model by adjusting VISSIM parameters, comprehensive calibration guidance is of great importance to practitioners. Previous calibration research has conducted qualitative analysis to study the impact of VISSIM parameters on roundabout capacity. However, parameter values based on field data and quantitative calibration guidelines are more helpful to facilitate fast and accurate modeling of roundabouts. This paper addresses these important needs. Speed trajectories of free-flow entering vehicles were collected in the field using a radar sensor. Location, length, speed distribution, and deceleration rate parameters for the VISSIM Reduced Speed Areas (RSA) were determined through the analysis of the radar data. The impact of VISSIM parameters on critical gap and follow-up headway was quantitatively analyzed through sensitivity analysis of minimum gap for PR, speed distribution and deceleration rate for RSA, and additive and multiplicative settings for the Wiedemann 74 model. Numerical guidelines for calibrating VISSIM roundabout models were ultimately developed, and validated via a case study.

Roundabouts have been continuously constructed in the U.S. in recent years, as studies have shown their capability of reducing crash risk and severity when compared with signalized intersections. Despite of the safety benefits offered by roundabouts, operational efficiency is required be analyzed when considering building roundabouts. As a prevailing simulation platform for modeling roundabouts, VISSIM have been widely applied in practice to facilitate analyzing the operational performance of roundabouts. Considering that an essential prerequisite to preparing a VISSIM roundabout model is to calibrate the model by adjusting VISSIM parameters, comprehensive calibration guidance is of great importance to practitioners. Previous calibration research has conducted qualitative analysis to study the impact of VISSIM parameters on roundabout capacity. However, parameter values based on field data and quantitative calibration guidelines are more helpful to facilitate fast and accurate modeling of roundabouts. This paper addresses these important needs. Speed trajectories of free-flow entering vehicles were collected in the field using a radar sensor. Location, length, speed distribution, and deceleration rate parameters for the VISSIM Reduced Speed Areas (RSA) were determined through the analysis of the radar data. The impact of VISSIM parameters on critical gap and follow-up headway was quantitatively analyzed through sensitivity analysis of minimum gap for PR, speed distribution and deceleration rate for RSA, and additive and multiplicative settings for the Wiedemann 74 model. Numerical guidelines for calibrating VISSIM roundabout models were ultimately developed, and validated via a case study.

Traffic theory is concerned with the movement of discrete objects in real time over a finite network in 2 Dimensions. It is compatible with or dependent on fundamental diagram of traffic. Without question traffic flow is an essential quantitative parameter that is used in planning, designs and roadway improvements.  Road capacity is significant because it is an important indicator of road performance and can point road managers in the right road maintenance and traffic management direction. In this paper four direct empirical capacity measurement methods have been considered. To test the efficacy of each method, data for peak period, off-peak and transition to peak have been used. The headway and the volume methods lack predictive capability and are suitable only for current assessment of flow rates.  The product limit method is weak in its predictive capability in view of the arbitrariness in the selection of the capacity value. It is also an extreme value method; hence not all volume data can be used with this method. The fundamental diagram method has good predictive capability and furnishes capacity values consistent with the standard of the facility. Unlike other methods, it does not rely on bottleneck conditions to deliver the capacity value.  The paper concluded that each method is uniquely suited to prevailing conditions and can be so employed.

Fig. shows the probability of forward collision between two vehicles as a function of the distance between both vehicles (headway) after emergency breaking for four conditions of road: ice road, mud road, wet asphalted road and dry asphalted road. The user selects the initial vehicle velocity, the mean reaction time and the standard deviation of the reaction time, assuming that the reaction time is lognormal distributed.

Fig. shows the probability of forward collision between two vehicles as a function of the distance between both vehicles (headway) after emergency breaking for four conditions of road: ice road, mud road, wet asphalted road and dry asphalted road. The user selects the initial vehicle velocity, the mean reaction time and the standard deviation of the reaction time, assuming that the reaction time is lognormal distributed.

Fig. shows the probability of forward collision between two vehicles as a function of the distance between both vehicles (headway) after emergency breaking for four conditions of road: ice road, mud road, wet asphalted road and dry asphalted road. The user selects the initial vehicle velocity, the mean reaction time and the standard deviation of the reaction time, assuming that the reaction time is lognormal distributed.

Tato práce se zabývá racionalizací železniční dopravy na regionální trati Rakovník - Louny formou přechodu na dálkové řízení. Zjišťuje rozsah úspory pracovních míst a možnosti sestavy grafikonu vlakové dopravy na dálkově řízené trati., Elaborated dissertation deals with the rationalization of the railway transport on the regional railway line Rakovník - Louny. The main topic is the transition from the current operational control system to the remote control. This work describes potential cuts of employees and in the same time the possibilities of timetable construction provided that this line is equipped with remote control system., Katedra technologie a řízení dopravy, Studentka obhájila diplomovou práci a zodpověděla otázky členů zkušební komise., Dokončená práce s úspěšnou obhajobou

This brief paper derives the marginal social cost of headway for a scheduled service, i.e. the cost for users of marginal increases to the time interval between departures. In brief we may call it the value of headway in analogy with the value of travel time and the value of reliability. Users have waiting time costs as well as schedule delay costs measured relative to their desired time of arrival at the destination. They may either arrive at the station to choose just the next departure or they may plan for a specific departure in which case they incur also a planning cost. Then planning for a specific departure is costly but becomes more attractive at longer headways. Simple expressions for the user cost result. In particular, the marginal cost of headway is large at short headways and smaller at long headways. The difference in marginal costs is the value of time multiplied by half the headway.

This brief paper derives the marginal social cost of headway for a scheduled service, i.e. the cost for users of marginal increases to the time interval between departures. In brief we may call it the value of headway in analogy with the value of travel time and the value of reliability. Users have waiting time costs as well as schedule delay costs measured relative to their desired time of arrival at the destination. They may either arrive at the station to choose just the next departure or they may plan for a specific departure in which case they incur also a planning cost. Then planning for a specific departure is costly but becomes more attractive at longer headways. Simple expressions for the user cost result. In particular, the marginal cost of headway is large at short headways and smaller at long headways. The difference in marginal costs is the value of time multiplied by half the headway.

Models based on micro-simulation of traffic flows have proven to be useful tools in the study of various traffic systems. Today, there is a wealth of traffic microsimulation models developed for freeway and urban street networks. The road mileage is however in many countries dominated by rural highways. Hence, there is a need for rural road traffic simulation models capable of assessing the performance of such road environments. This thesis introduces a versatile traffic micro-simulation model for the rural roads of today and of the future. The developed model system considers all common types of rural roads including effects of intersections and roundabouts on the main road traffic. The model is calibrated and validated through a simulation study comparing a two-lane highway to rural road designs with separated oncoming traffic lanes. A good general agreement between the simulation results and the field data is established. The interest in road safety and the environmental impact of traffic is growing. Recent research has indicated that traffic simulation can be of use in these areas as well as in traditional capacity and level-of-service studies. In the road safety area more attention is turning towards active safety improving countermeasures designed to improve road safety by reducing the number of driver errors and the accident risks. One important example is Advanced Driver Assistance Systems (ADAS). The potential to use traffic simulation to evaluate the road safety effects of ADAS is investigated in the last part of this thesis. A car-following model for simulation of traffic including ADAS-equipped vehicles is proposed and the developed simulation framework is used to study important properties of a traffic simulation model to be used for safety evaluation of ADAS. Driver behavior for ADAS-equipped vehicles has usually not been considered in simulation studies including ADAS-equipped vehicles. The work in this thesis does however indicate that modeling of th, Report code: LiU-Tek-Lic-2005:60.

På uppdrag av Vägverket har VTI närmare försökt belysa frågan om regleringar i korsningar och huvudledsbegreppet. När en väg klassas som huvudled följer automatiskt att korsningarna skall vara reglerade. Detta gäller hela huvudvägnätet. Det är också möjligt att klassa andra vägar eller vägavsnitt som huvudled. I det senare fallet är det primära syftet att införa reglering av anslutande vägar genom väjningsplikt eller stopplikt. Länsstyrelserna som fattar beslut om en väg skall vara huvudled får därför ansökningar om att införa huvudled på vissa vägar eller vägavsnitt. Om detta beslut överklagas görs detta till Vägverket VTI har försökt beskriva kunskapsläget, studerat körbeteendet vid olika regleringsformer i tätortskorsningar, analyserat kör- och hastighetsförlopp vid passage av reglerade korsningar och analyserat miljöeffekter av olika korsningsregleringar

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 develope

På uppdrag av Vägverket har VTI närmare försökt belysa frågan om regleringar i korsningar och huvudledsbegreppet. När en väg klassas som huvudled följer automatiskt att korsningarna skall vara reglerade. Detta gäller hela huvudvägnätet. Det är också möjligt att klassa andra vägar eller vägavsnitt som huvudled. I det senare fallet är det primära syftet att införa reglering av anslutande vägar genom väjningsplikt eller stopplikt. Länsstyrelserna som fattar beslut om en väg skall vara huvudled får därför ansökningar om att införa huvudled på vissa vägar eller vägavsnitt. Om detta beslut överklagas görs detta till Vägverket VTI har försökt beskriva kunskapsläget, studerat körbeteendet vid olika regleringsformer i tätortskorsningar, analyserat kör- och hastighetsförlopp vid passage av reglerade korsningar och analyserat miljöeffekter av olika korsningsregleringar

Models based on micro-simulation of traffic flows have proven to be useful tools in the study of various traffic systems. Today, there is a wealth of traffic microsimulation models developed for freeway and urban street networks. The road mileage is however in many countries dominated by rural highways. Hence, there is a need for rural road traffic simulation models capable of assessing the performance of such road environments. This thesis introduces a versatile traffic micro-simulation model for the rural roads of today and of the future. The developed model system considers all common types of rural roads including effects of intersections and roundabouts on the main road traffic. The model is calibrated and validated through a simulation study comparing a two-lane highway to rural road designs with separated oncoming traffic lanes. A good general agreement between the simulation results and the field data is established. The interest in road safety and the environmental impact of traffic is growing. Recent research has indicated that traffic simulation can be of use in these areas as well as in traditional capacity and level-of-service studies. In the road safety area more attention is turning towards active safety improving countermeasures designed to improve road safety by reducing the number of driver errors and the accident risks. One important example is Advanced Driver Assistance Systems (ADAS). The potential to use traffic simulation to evaluate the road safety effects of ADAS is investigated in the last part of this thesis. A car-following model for simulation of traffic including ADAS-equipped vehicles is proposed and the developed simulation framework is used to study important properties of a traffic simulation model to be used for safety evaluation of ADAS. Driver behavior for ADAS-equipped vehicles has usually not been considered in simulation studies including ADAS-equipped vehicles. The work in this thesis does however indicate that modeling of th, Report code: LiU-Tek-Lic-2005:60.

Traffic simulation is an often used tool in the study of traffic systems. A traffic simulation model consists of several sub-models; each handles one specific task in the simulation. These sub-models include, among others, car-following. This model controls the interactions with the preceding vehicle in the same lane. This paper compares and describes the car-following models used in the four traffic microsimulation software packages AIMSUN, MITSIM, VISSIM, and the Fritzsche car-following model. A variant of the Fritzsche model is used in the software tool Parmics. Paramics exists in two versions. The differences between the car-following models used in these versions and the Fritzsche car-following model is however unknown. Both similarities and differences between the models as well as model's individual properties are clarified. Two of the four models, the Fritzsche model and the model included in VISSIM, have a similar approach to car-following, whereas the other two models have fundamentally different approaches. However, the resulting following behaviours of the models show similarities even though the car-following approaches are different.

Train headway models are established by analyzing the operation of the Transrapid Super-speed Maglev System (TSMS). The variation in the minimum allowable headway for trains of different speeds and consists is studied under various operational constraints. A potential Beijing-Shanghai Maglev line is used as an illustration to undertake capacity analyses with the model and methods. The example shows that the headway models for analyzing the carrying capacity of Maglev systems are very useful for the configurational design of this new transport system.

Train headway models are established by analyzing the operation of the Transrapid Super-speed Maglev System (TSMS). The variation in the minimum allowable headway for trains of different speeds and consists is studied under various operational constraints. A potential Beijing-Shanghai Maglev line is used as an illustration to undertake capacity analyses with the model and methods. The example shows that the headway models for analyzing the carrying capacity of Maglev systems are very useful for the configurational design of this new transport system.

Traffic simulation is an often used tool in the study of traffic systems. A traffic simulation model consists of several sub-models; each handles one specific task in the simulation. These sub-models include, among others, car-following. This model controls the interactions with the preceding vehicle in the same lane. This paper compares and describes the car-following models used in the four traffic microsimulation software packages AIMSUN, MITSIM, VISSIM, and the Fritzsche car-following model. A variant of the Fritzsche model is used in the software tool Parmics. Paramics exists in two versions. The differences between the car-following models used in these versions and the Fritzsche car-following model is however unknown. Both similarities and differences between the models as well as model's individual properties are clarified. Two of the four models, the Fritzsche model and the model included in VISSIM, have a similar approach to car-following, whereas the other two models have fundamentally different approaches. However, the resulting following behaviours of the models show similarities even though the car-following approaches are different.

Train headway models are established by analyzing the operation of the Transrapid Super-speed Maglev System (TSMS). The variation in the minimum allowable headway for trains of different speeds and consists is studied under various operational constraints. A potential Beijing-Shanghai Maglev line is used as an illustration to undertake capacity analyses with the model and methods. The example shows that the headway models for analyzing the carrying capacity of Maglev systems are very useful for the configurational design of this new transport system.

The two safety indicators "headway" and "time to collision (TTC)" are discussed and compared with respect to their usefulness in determining the safety of different traffic situations, like different locations in a junction. Over a 6-day-period traffic flow measures were taken in a four-way junction with stop signs on the minor road. It was found that for vehicles in a car following situation headway and TTC are independent of each other. The percentage of small headways is relatively constant across different locations in the junction, while the percentage of small TTC values varies between different locations. It is recommended to use headway for enforcement purposes, because small headways generate potentially dangerous situations. TTC, on the other hand, should be used when a certain traffic environment is to be evaluated in terms of safety, because it indicates the actual occurrences of dangerous situations. (C) 2002 Elsevier Science Ltd. All rights reserved.

Intelligent Transportation Systems and supporting technologies have been an active area of research for some time. Human drivers exhibit slower response times and errors in judgment that can have serious adverse affects on traffic flow. These types of errors can be reduced or eliminated from the driving experience by introducing computer control systems into the automotive arena. The purpose of this research was to develop a scale model platform for the rapid prototyping and testing of ITS systems and technologies. Specifically, this body of work was concerned with the development of an automatic headway control system that utilized ultrasonic sensors. This control system was intended to automatically maintain headway distance in an effort to create an adaptive cruise control system for this scale model vehicle. Implementation of such systems could conceivably reduce driver fatigue by removing the burden of maintaining safe following distance from the driver. System dynamics of car-like robots with nonholonomic constraints were employed in this research to create a controller for an autonomous path following vehicle. The application of a working kinematic model describing car-like robotic systems allowed the development of a simple first order controller, as well as a sliding mode controller. Following the development and simulation of these two control laws, the system was applied to the FLASH project scale model vehicle to assess the practical use of the system on a mock highway. A satisfactory result is produced after testing was completed, and the application of such systems to scale model platforms is feasible.

This on-road field investigation employed, for the first time, a completely automated, trigger-based data collection system capable of evaluating driver performance in an extended duration real-world commercial motor vehicle environment. The complexities associated with the development of the system, both technological and logistical and the necessary modifications to the plan of research are presented herein This study, performed in conjunction with an on-going three year contract with the Federal Highway Administration, examined the use of self-rating of alertness and temporal separation (minimum time-to-collision, minimum headway, and mean headway) as indicators of driver fatigue. Without exception, the regression analyses for both the self-rating of alertness and temporal separation yielded models low in predictive ability; neither metric was found to be a valid indicator of driver fatigue. Various reasons for the failure of self-rating of fatigue as a valid measure are discussed. Dispersion in the data, likely due to extraneous (non-fatigue related) factors (e.g., other drivers) are credited with reducing the sensitivity of the temporal separation indicators. Overall fatigue levels for all temporal separation incidents (those with a time-to-collision equal to or less than four seconds) were found to be significantly higher than for those randomly triggered incidents. On this basis, it is surmised that temporal separation may be a sensitive indicator for time-to-collision values greater than the 4-second criterion employed in this study. Two unexpected relationships in the data are also discussed. A "wall" effect was found to exist for minimum time-to-collision values at 1.9 seconds. That is, none of the participants who participated in this research effort exhibited following behaviors with less than a 1.9-second time-to-collision criterion. In addition, based upon the data collected for this research, anecdotal evidence suggests that commercial motor vehicle o