El transporte vial representa unos de los ejes principales para el desarrollo y crecimiento de un país. No obstante, existen diversos factores por el cual este importante recurso no se desarrolla con total eficiencia. Uno de estos es representado por la alta densidad demográfica en las urbes y su rápido crecimiento anual, dando cabida a uno de los mayores efectos negativos en ciudades que no ponen mayores esfuerzos en cuanto a gestión y planificación urbana, el congestionamiento vehicular. Anualmente, el crecimiento del parque automotor responde a la necesidad de un mayor número de personas que tienen como una sus principales necesidades, trasladarse de un lugar a otro, por distintos motivos. Esto genera que la cantidad de vehículos se incremente de forma incontrolable, haciendo que la calidad de los sistemas viales no sean los más óptimos. Una forma de medir la calidad de los sistemas de transportes es por medio de sus tiempos de viaje. En América Latina, el tiempo de viaje promedio es de 64 minutos. Dentro de esta estadística se encuentra la ciudad de Lima, el cual presenta un tiempo de viaje promedio de 82 minutos. Convirtiéndose en una de las ciudades con la calidad de sistema de transporte menos eficiente en la región. El congestionamiento en la ciudad de Lima se debe al desorden en las vías que generan una gran cantidad de vehículos que circulan en ellas; además, de la mala planificación urbanística representada por zonas comerciales que fueron desarrolladas sin proyección, paraderos y estacionamientos prohibidos que se generan debido a la mala práctica de los conductores, desobediencia hacia las señales de tránsito, entre otros. Estos factores se consideran como los principales causantes de las demoras vehiculares llegando a alcanzar los 100 segundos/vehículo dentro de la intersección analizada. Es por esto que, el presente trabajo evalúa y propone una solución a una de las principales vías en el Cercado de Lima, que presenta los factores descritos anteriormente. Por medio de la microsimulación con el programa Vissim 9, se busca representar el tránsito vehicular con las condiciones mencionadas, además por medio del rediseño geométrico como mejora de propuesta, el análisis que se obtiene reduce hasta el 69.08% de la demora vehicular actual llegando a alcanzar los 31 segundos/vehículo. Asegurando una mejora en la calidad del servicio de la intersección. / Road transport represents one of the main axes for the development and expansion of a country. However, there are several factors why this important resource is not developed with total efficiency. One of these is represented by the high population density in urban centers and its rapid annual growth, giving rise to one of the greatest negative effects in cities that do not put more effort into urban management and planning, traffic congestion. Annually, the increment of the vehicle fleet responds to the demand for a greater number of people who have as one of their main needs to travel from one place to another, for different causes. This generates that the quantity of vehicles increases uncontrollably, making that the quality of the road systems is not the most optimal. One way to measure the quality of transport systems is by their travel times. In Latin America, the average travel time is 64 minutes. Within this statistic is the city of Lima, which has an average travel time of 82 minutes. This makes it one of the cities with the least efficient transportation system in the region. The congestion in the city of Lima is due to the disorder in the roads that generate a great number of vehicles that circulate in them; Besides, of the worst urban planning represented by commercial zones that were developed without projection, prohibited stops and parking that are generated due to the bad practice of the drivers, disobedience towards the traffic signals, among others. These factors are considered as the main causes of vehicle delays, reaching up to 100 seconds/vehicle within the analyzed intersection. Therefore, this paper evaluates and propose a solution to one of the main roads in Cercado de Lima, which presents the factors described above. Employing the microsimulation with the Vissim 9 program, it is sought to represent the vehicular traffic with the observed conditions, besides applying the geometric redesign as proposed improvement, the analysis that is obtained reduces up to 69.08% of the current vehicular delay reaching 31 seconds/vehicle. Ensuring an improvement in the quality of service at the intersection. / Tesis

En la presente tesis se realizó el estudio de microsimulación de tráfico de una intersección ubicada al ingreso de la ciudad Huancayo, en el cruce de dos avenidas principales, Av. Mariscal Castilla y Av. Evitamiento, que concentran un alto flujo vehicular y gran congestión de tránsito por la presencia de vehículos particulares, carga ligera y pesada, transporte interprovincial y transporte público. Por lo mencionado, se planteó el objetivo de evaluar y reducir las longitudes de cola para el transporte público mediante un modelo microscópico del sistema (intersección) con el software Vissim 9.0 y presentar una propuesta de mejora a la situación actual mediante un rediseño en la Av. Mariscal Castilla incorporando carriles segregados para el transporte público El estudio de microsimulación de tráfico se desarrolló en 4 etapas. Primero, se realizó mediciones de campo durante 2 días para obtener los datos de aforo vehicular y peatonal, geometría de la intersección, recorridos de desplazamiento y distancias de cola para cada uno de los ingresos. Para la segunda etapa, se elaboró un modelo de microsimulación en el software Vissim 9.0 para analizar el comportamiento operacional de los vehículos. Posteriormente, se planteó un cambio geométrico de los ingresos Norte y Sur, implementando un carril segregado y una fase semaforiza para el transporte público. Finalmente, se presenta los resultados de la propuesta y la comparativa con la realidad actual, logrando disminuir la longitud de cola promedio para el transporte público en un 47.90% y 34.12% de los accesos norte y sur respectivamente. / The research presented in this thesis was carried out with the study of traffic microsimulation of an intersection located at the entrance to Huancayo, at the intersection of two main avenues, Av. Mariscal Castilla and Av. Evitamiento, which concentrate a high vehicular flow and great traffic congestion due to the presence of private vehicles, light and heavy cargo, interprovincial transport and public transport. Therefore, the objective of evaluating and reducing the queue lengths for public transport was raised by means of a microscopic model of the system (intersection) with Vissim 9.0 software and present a proposal to improve the current situation through a redesign in Av . Mariscal Castilla incorporating segregated lanes for public transport. The crossing presents changes in the section of the road that generates traffic jams, conflicts in turns, the lack of stops and signaling is evident. For this reason, the objective of evaluating and reducing public transport queues was set through a microscopic model of the system (intersection) with Vissim 9.0 software and presenting a proposal to improve the current situation through a redesign in Av. Mariscal Castilla incorporates segregated lanes for public transport The traffic microsimulation study was developed in 4 stages. First, field measurements were carried out for 2 days to obtain data on vehicle and pedestrian capacity, intersectiongeometry, travel times and queue lengths for each of the entrances. For the second stage, a microsimulation model was developed in Vissim 9.0 software to analyze the operational behavior of the vehicles. Subsequently, a geometric change of the North and South incomes was proposed, implementing a segregated lane and a traffic light phase for public transport. Finally, the results of the proposal and the comparison with the current reality are presented, managing to reduce the average queue length for public transport by 47.90% and 34.12% of the north and south accesses respectively. / Tesis

In 2009 the Federal Highway Administration published a report regarding a Focus States Initiative that had been conducted with 11 states to discuss the development of national Traffic Incident Management (TIM) standards. Performance measures were defined, and a national TIM dashboard created, but very little data has been added to the dashboard since. In this research study, performance measures of the Utah Department of Transportation (UDOT) TIM program were analyzed. Data availability was first assessed to determine whether these performance measures could be calculated. It was determined that crash response data available from the Utah Highway Patrol (UHP) could be used to calculate the performance measures of Incident Management Teams (IMT) and UHP units; however, roadway clearance data were missing. UHP personnel agreed to collect additional data regarding crash roadway clearance for six months of the study. Performance measures of response time (RT), roadway clearance time (RCT), and incident clearance time (ICT) were calculated for responding units at 168 crashes. Using the crash response data from UHP and traffic speed, travel time, and volume data from UDOT databases, 83 of the 163 crashes that met additional criteria were evaluated to determine the volume of traffic affected (AV) by each incident and the associated user cost (EUC). Statistical analyses to determine relationships between different measures such as RT, RCT, ICT, AV, and EUC were conducted to assist UDOT in optimizing the allocation of their IMT resources.

The aim of the thesis is design posibility for speed increasing and reduce traveling time of the trains between Brno and Znojmo and so demonstrate railway competitive ability. In the thesis is design of reconstruction alignement and vertical profile of railway track including line relocation in some sections for reach traveling time under one hour. The thesis include the assessment of traveling time and investment costs.

In this paper, a new cyclic structure of a max pressure travel time-based traffic signal control is developed to seek an optimal coordination in large-scale urban networks. The focus of the current paper is on dynamic manipulation of cycle lengths within cyclic structure. Following the application of a decentralized approach, which requires only local information in order to offer proper phase durations, the control strategy aims at maximizing the overall network throughput. Previous works of cyclic max-pressure control have presented a cyclic notion to actuate the controller in a cyclic manner. However, no input has been provided on the optimal cycle length for each intersection to be chosen in a network, and along with the dynamic and stochastic nature of the trips, it is not clear what are the main phases of the intersections and how to coordinate them. The developed cyclic max pressure control schemes are compared with an exiting cyclic scheme in the literature. Simulation results show that the newly proposed cyclic structure of the time-based approach offers better decision-making.

No description available.

Over the last few years, public transportation has become more desirable as capacity of existing roadways failed to keep up with rapidly increasing traffic demand. Buses are one of the most common modes of public transportation with low impact on network capacity, especially in small and congested urban areas. However, the use of regularly scheduled buses as the main public transport mode can become useless with the presence of traffic congestion and dense construction areas. In cases like these, innovative solutions, such as bus rapid transit (BRT), can provide an increased level of service without having to resort to other, more expensive modes, such as light rail transit (LRT) and metro systems (subways). Transit signal priority (TSP), which provides priority to approaching buses at signalized intersections by extending the green or truncating the red, can also increase the performance of the bus service. Understanding the combined impact of TSP and BRT on network traffic operations can be complex. Although TSP has been implemented worldwide, none of the previous studies have examined in depth the effects of using conditional and unconditional TSP strategies with a BRT system. The objective of this research is to evaluate the effectiveness of BRT without TSP, then with conditional or unconditional TSP strategies. The micro-simulation software VISSIM was used to compare different TSP and BRT scenarios. These simulation scenarios include the base scenario (before implementation of the TSP and BRT systems), Unconditional TSP (TSP activates for all buses), Conditional TSP 3 minutes behind (TSP only activates for buses that are 3 minutes or more behind schedule), Conditional TSP 5 minutes behind (only activates for buses 5 minutes or more behind schedule), BRT with no TSP, BRT with Unconditional TSP, BRT with Conditional TSP 3 minutes behind, and BRT with Conditional TSP 5 minutes behind. The VISSIM simulation model was developed, calibrated and validated using a variety of data that was collected in the field. These data included geometric data, (number of lanes, intersection geometries, etc.); traffic data (average daily traffic volumes at major intersections, turning movement percentages at intersections, heavy vehicle percentages, bus passenger data, etc.); and traffic control data (signal types, timings and phasings, split history, etc.). Using this field data ensured the simulation model was sufficient for modeling the test corridor. From this model, the main performance parameters (for all vehicles and for buses only) for through movements in both directions (eastbound and westbound) along the corridor were analyzed for the various BRT/TSP scenarios. These parameters included average travel times, average speed profiles, average delays, and average number of stops. As part of a holistic approach, the effects of BRT and TSP on crossing street delay were also evaluated. Simulation results showed that TSP and BRT scenarios were effective in reducing travel times (up to 26 %) and delays (up to 64%), as well as increasing the speed (up to 47%), compared to the base scenario. The most effective scenarios were achieved by combining BRT and TSP. Results also showed that BRT with Conditional TSP 3 minutes behind significantly improved travel times (17 – 26%), average speed (30 – 39%), and average total delay per vehicle (11 – 32%) for the main corridor through movements compared with the base scenario, with only minor effects on crossing street delays. BRT with Unconditional TSP resulted in significant crossing street delays, especially at major intersections with high traffic demand, which indicates that this scenario is impractical for implementation in the corridor. Additionally, BRT with Conditional TSP 3 minutes behind had better travel time savings than BRT with Conditional TSP 5 minutes behind for both travel directions, making this the most beneficial scenario. This research provided an innovative approach by using nested sets (hierarchical design) of TSP and BRT combination scenarios. Coupled with microscopic simulation, nested sets in the hierarchical design are used to evaluate the effectiveness of BRT without TSP, then with conditional or unconditional TSP strategies. The robust methodology developed in this research can be applied to any corridor to understand the combined TSP and BRT effects on traffic performance. Presenting the results in an organized fashion like this can be helpful in decision making. This research investigated the effects of BRT along I-Drive corridor (before and after conditions) at the intersection level. Intersection analysis demonstrated based on real life data for the before and after the construction of BRT using the Highway Capacity SoftwareTM (HCS2010) that was built based on the Highway Capacity Manual (HCM 2010) procedures for urban streets and signalized intersections. The performance measure used in this analysis is the level of service (LOS) criteria which depends on the control delay (seconds per vehicle) for each approach and for the entire intersection. The results show that implementing BRT did not change the LOS. However, the control delay has improved at most of the intersections' approaches. The majority of intersections operated with an overall LOS "C" or better except for Kirkman Road intersection (T2) with LOS "E" because it has the highest traffic volumes before and after BRT construction. This research also used regression analysis to observe the effect of the tested scenarios analyzed in VISSIM software compared to the No TSP – No BRT base model for all vehicles and for buses only. The developed regression model can predict the effect of each scenario on each studied Measures of Performance (MOE). Minitab statistical software was used to conduct this multiple regression analysis. The developed models with real life data input are able to predict how proposed enhancements change the studied MOEs. The BRT models presented in this research can be used for further sensitivity analysis on a larger regional network in the upcoming regional expansion of the transit system in Central Florida. Since this research demonstrated the operational functionality and effectiveness of BRT and TSP systems in this critical corridor in Central Florida, these systems' accomplishments can be expanded throughout the state of Florida to provide greater benefits to transit passengers. Furthermore, to demonstrate the methodology developed in this research, it is applied to a test corridor along International Drive (I-Drive) in Orlando, Florida. This corridor is key for regional economic prosperity of Central Florida and the novel approach developed in this dissertation can be expanded to other transit systems.

City-wide travel time prediction in real-time is an important enabler for efficient use of the road network. It can be used in traveler information to enable more efficient routing of individual vehicles as well as decision support for traffic management applications such as directed information campaigns or incident management. 3D speed maps have been shown to be a promising methodology for revealing day-to-day regularities of city-level travel times and possibly also for short-term prediction. In this paper, we aim to further evaluate and benchmark the use of 3D speed maps for short-term travel time prediction and to enable scenario-based evaluation of traffic management actions we also evaluate the framework for traffic flow prediction. The 3D speed map methodology is adapted to short-term prediction and benchmarked against historical mean as well as against Probabilistic Principal Component Analysis (PPCA). The benchmarking and analysis are made using one year of travel time and traffic flow data for the city of Stockholm, Sweden. The result of the case study shows very promising results of the 3D speed map methodology for short-term prediction of both travel times and traffic flows. The modified version of the 3D speed map prediction outperforms the historical mean prediction as well as the PPCA method. Further work includes an extended evaluation of the method for different conditions in terms of underlying sensor infrastructure, preprocessing and spatio-temporal aggregation as well as benchmarking against other prediction methods. / <p>QC 20190531</p>

In 2019, the Utah Department of Transportation (UDOT) funded a research study evaluating the performance measures of UDOT's expanded Incident Management Team (IMT) program. The number of IMTs patrolling Utah roadways increased from 13 to 25 between 2018 and 2020. Crash data were collected from the Utah Highway Patrol's Computer Aided Dispatch database and from the UDOT TransSuite database to compare IMT performance measures between the two years and to evaluate the benefits of the expanded IMT program. However, these data were compromised due to the effects of the COVID-19 pandemic. This study collected data for 2022 using the same methodology as the Phase II study to compare IMT performance measures in 2022 with those of 2018 after traffic volumes had returned to a similar level as those of pre-pandemic levels. There were 283 and 307 incidents for the years of 2018 and 2022, respectively, that were analyzed for IMT performance measures which include response time, roadway clearance time, and incident clearance time. There were 172 and 236 incidents for the years of 2018 and 2022, respectively, that were analyzed for user impacts which were affected volume, excess travel time, and excess user costs. Results of the statistical analyses conducted on the 2018 and 2022 datasets show that IMTs can respond more quickly to incidents in a larger coverage area with significantly reduced user impacts. The expanded IMT program is also able to respond to more incidents, including those of high severity, while significantly decreasing congestion.

No description available.