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The low-luminance monotonous environment in the middle section of highway tunnels offers few reference points and is prone to cause severe visual illusion. Thus, drivers tend to underestimate their driving speed, which can induce speeding behaviors that result in rear-end collisions. Therefore, discovering low-cost methods of traffic engineering that reduce this visual illusion and ensure a steady driving speed is an important challenge for current highway tunnel operations. This study analyzes the effects of sidewall markings in typical highway tunnels, specifically observing how their colors and temporal frequencies affect the driver's speed perception in a low-luminance condition. A three-dimensional model of the middle section of highway tunnels was built in a driving simulator. Psychophysical tests of speed perception were carried out by the method of limits. The precision of the simulation model was then checked by comparing the results to field test data. The simulation tests studied the stimulus of subjectively equal speed and reaction time in relation to sidewall markings in different colors (red-white combined, yellow-white combined, and blue-white combined). Furthermore, based on the optimal color, the effects of sidewall marking with different temporal frequencies (0.4, 0.8, 1.2, 2, 4, 8, 12, 16, and 32 Hz) on the speed perception of drivers were also analyzed. The test results reveal that the color and temporal frequency of sidewall marking have a significant impact on the driver's stimulus of subjectively equal speed and reaction time. The subjects have the highest speed overestimation and an easy speed judgment with the red-white combined sidewall marking. Within the temporal frequency range of 4.45-7.01 Hz, the subjects have a certain degree of speed overestimation (less than 20%), and the speed perception is sensitive to the temporal frequency changes. Copyright © 2016 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]

To investigate the impact of traffic pricing policies on energy consumption, this study shows a microeconomic quantitative analysis scheme to simulate individual consumption behaviors from a microeconomic viewpoint. Energy consumption is estimated based on individual demand of non-mobility goods and mobility goods under nine policy scenarios based on strategies of gasoline tax adding and mass transit fare reduction independently or combined. Results show that gasoline tax adding has strong effects on consumption behaviors. Energy consumption reduces mostly because of less consumption of non-mobility goods and car trips. However, policy of mass transit fare reduction has limited impact on energy saving because consumption of non-mobility goods and mass transit trips increases, but the number of car trips decline by only a small percentage. Comparing with single-type policy, policies that combined gasoline tax adding and mass transit fare reduction show less energy consumption. Findings suggest that policies that increase cost of car trips, such as gasoline tax adding, are very helpful to reduce the consumption of non-mobility goods and car trips, which contribute to less energy consumption. However, reducing cost of mass transit trips suggests limited effect on energy saving. Copyright © 2015 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]