Thesis (M. Sc.)--University of Hong Kong, 1998. / Includes bibliographical references.

Analýza zpoplatnění vjezdu do center měst si klade za cíl komplexní popsání fenoménu městské dopravy a jejího vlivu na své okolní prostředí - město. Výchozím bodem práce je vývoj dopravy ve městech. Dále práce pojednává o kongescích, znečištění životního prostředí a bezpečnosti dopravy. Autor se věnuje dále politice Evropské unie se zaměřením na dopravu ve městech. Dále je pojednáno o ekonomické teorii zpoplatnění vjezdu do center měst a alternativních konceptech pro městskou dopravu. Na příkladech Londýna a Stockholmu je v detailním rozboru dokladován vliv mýtného na dopravu, životní prostřední, bezpečnost dopravy a hospodářství. Práce obsahuje analýzu výnosů a nákladů mýtných systému v Londýně a ve Stockholmu. V závěru se autor zabývá podmínkami, za kterých je vhodné o systému městského mýta uvažovat.

The Two-Fluid traffic model is a tool used to measure the quality of service in city traffic networks. The model has been calibrated for the central business district of Roanoke, Virginia and the results have been compared to those from various other cities around the world. In addition, the sensitivity of the Two-Fluid model parameters has been studied for different unit trip lengths used in calibration for the Roanoke CBD. The three-unit trip lengths tested were 1-mile, 2-mile, and 3-mile. Statistical analyses led to the conclusion that the model parameters are not significantly different for different trip lengths. Furthermore, parameter sensitivity was also established for three types of driver behavior, specifically, "aggressive," "normal," and "conservative." The two-fluid trends showed that the two-fluid curve corresponding to the aggressive driver fell below those of the normal and conservative drivers for off-peak traffic conditions but began to approach the normal trend during peak period. On the other hand, the conservative trend continuously maintained higher trip time values for any given stop time, as compared to the other two trends. This implies that aggressive driving behavior can decrease travel times during off-peak conditions, but has little effect during peak periods, where surrounding traffic does not allow excessive speed or lane changing. / M.S.

[Formulae and special characters can only be approximated here. Please see the pdf version of the abstract for an accurate reproduction.] This thesis reviews, extends and applies to urban traffic analysis the entropy concept of Shannon and Luce's mathematical psychology in a fairly complex and mathematically demanding model of human decision making, if it is solved as a deeply nested structure of logit calculus. Recognising consumers' different preferences and the universal propensity to seek the best choice when going to some desired goal (k), a transparent mathematical program (MP) is developed: the equivalent of a nested multinomial logit model without its inherent computational difficulty. The MP model makes a statistical assessment of individual decisions based on a randomised (measurable) utility within a given choice structure: some path through a diagram (Rk, Dk), designed a priori, of a finite number of sequential choices. The Equivalence Theorem (ET) formalises the process and states a non-linear MP with linear constraints that maximises collective satisfaction: utility plus weighted entropy, where the weight (1/θn) is a behavioural parameter to be calibrated in each case, eg for the Perth CBD. An optimisation subject to feasible routes through the (Rk, Dk) network thus captures the rational behaviour of consumers on their individually different best-choice decision paths towards their respective goals (k). This theory has been applied to urban traffic assignment before: a Stochastic User Equi-librium (SUE). What sets this thesis apart is its focus on MP models that can be solved with standard Operations Research software (eg MINOS), models for which the ET is a conditio sine qua non. A brief list of SUE examples in the literature includes Fisk's logit SUE model in (impractically many) route flows. Dial's STOCH algorithm obviates path enumeration, yet is a logit multi-path assignment procedure, not an MP model; it is nei-ther destination oriented nor an optimisation towards a SUE. A revision of Dial's method is provided, named STOCH[k], that computes primal variables (node and link flows) and Lagrangian duals (the satisfaction difference n→k). Sheffi & Powell presented an unconstrained optimisation problem, but favoured a probit SUE, defying closed formulae and standard OR software. Their model corresponds to the (constrained) dual model here, yet the specifics of our primary MP model and its dual are possible only if one restricts himself to logit SUE models, including the ET, which is logit-specific. A real world application needs decomposition, and the Perth CBD example is iteratively solved by Partial Linearisation, switching from (measured) disutility minimisation to Sheffi & Powell's Method of Successive Averages near the optimum. The methodology is demonstrated on the Perth Central Business District (CBD). To that end, parameter Θ is calibrated on Main Roads' traffic count data over the years 1997/98 and 1998/99. The method is a revision of Liu & Fricker's simultaneous estimation of not only Θ but an appropriate trip matrix also. Our method handles the more difficult variable costs (congestion), incomplete data (missing observations) and observation errors (wrong data). Finally, again based on Main Roads' data (a sub-area trip matrix), a Perth CBD traffic assignment is computed, (a) as a logit SUE and - for comparison - (b) as a DUE (using the PARTAN method of Florian, Guélat and Spiess). The results are only superficially similar. In conclusion, the methodology has the potential to replace current DUE models and to deepen transport policy analysis, taking into account individual behaviour and a money-metric utility that quantifies 'social benefits', for instance in a cost-benefit-analysis.

No description available.

published_or_final_version / Urban Design / Master / Master of Urban Design

In response to urban society's disenchantment with the automobile and the conflict that has resulted between vehicles and pedestrians, came the development of pedestrian oriented streets. This constitutes a clear shift in priorities to redress the imbalance in the street in favour of pedestrians with respect to motor vehicles, in a process known as pedestrianisation. Much more common, however, was to traffic calm those streets in which motor vehicle access was still needed. This study examines the application of pedestrianisation and traffic calming to the Central Business District (CBD) as a potential solution for mitigating conflict between pedestrians and vehicles. To do this the study evaluates the effectiveness of the Pietermaritzburg (PMB) pedestrianisation and traffic calming plan, by looking at how the area caters/does not cater for the needs of its users (pedestrians and motorists) and tenants. The evaluation also includes obtaining comments from the planners, tenants and prospective users in Newcastle in order to determine whether the objectives achieved in PMB could be made useful in the proposed pedestrianisation and traffic calming plan of the Newcastle CBD. Findings and conclusions from various data collection methods are presented followed by recommendations that are important for the successful implementation of any pedestrianisation and traffic calming scheme. / Thesis (M.T.R.P.)-University of Natal, 2000.

Congestion on the freeways of the U.S. has increased multifold over the past few years. A significant portion of this congestion is caused by non-recurring events such as incidents. Diversion has been accepted as a method that can reduce delays during incidents. The process of diversion involves the selection of the alternate routes, which is currently done off-line and is not responsive to each incident case. The volumes on these preselected routes on that particular day are also ignored. The preselected routes, in most cases, serve only to bypass the link on which the incident occurs. Considering the volumes that flow on the freeways, this leads to considerable delays in terms of lost time and productivity. Another important issue that is currently neglected is user compliance. The network generator is used to reduce the delays in selection of these alternate routes. It uses characteristics such as the congestion levels and available capacities in selection of alternate routes in real-time. Also, used in selecting alternate routes are feasibility criteria, that significantly affect the available capacities on the links. These include presence of trip generators (schools, offices, etc.) or safety factors (icy bridges, height restrictions, etc.). The model thus generates a reduced network and a set of alternate routes to divert the traffic upstream of the incident. Disutilities that drivers associate with route-choice, such as the number of left-turns and signals, the relative time spent on the freeway and arterials are attached to each route. The routes with the minimum disutilities are displayed to the user. A user-equilibrium assignment module to predict traffic flows in the future is also incorporated into the framework. As a precursor to the network generator, there is a module which calculates the clearance time for an incident. It uses other characteristics of the incident such as the weather and time of occurrence in order to predict if the delays are significant to initiate diversion. Numerous tests were conducted in order to validate the rules and functions developed. The tests were based on varying incident and traffic conditions. The results showed that the model, was able to select better routes for off-peak conditions rather than peak conditions. There is a threshold value of the delay caused by the incident, beyond which the model is very effective. / Master of Science

Cheung, Kin Tai. / Thesis (M.Phil.)--Chinese University of Hong Kong, 2010. / Includes bibliographical references (leaves 34-35). / Abstracts in English and Chinese. / Abstract --- p.i / Acknowledgements --- p.iii / Contents --- p.iv / Chapter 1 --- Introduction --- p.1 / Chapter 2 --- Literature Review --- p.4 / Chapter 3 --- Data Description --- p.7 / Chapter 4 --- Ordinary Least-Squares and Fixed-Effect Estimations --- p.10 / Chapter 4.1 --- OLS Estimation --- p.10 / Chapter 4.2 --- Fixed-Effect Estimation --- p.13 / Chapter 5 --- Cross-sectional and Fixed-Effect IV Estimations --- p.16 / Chapter 5.1 --- Cross-sectional IV Model --- p.16 / Chapter 5.2 --- Fixed-Effect IV Model --- p.23 / Chapter 6 --- Conclusion --- p.29 / Appendix --- p.30 / Estimation Results for Honshu Island --- p.30 / Ordinary-Least Squares Results in 150 observations regression --- p.33 / References --- p.34

This dissertation is to determine the most appropriate type of Pedestrianisation and Traffic Calming measures to address vehicle and pedestrian related conflicts in an urban area, using Florida Road in Durban as a case study. Based on the conceptual framework in the field, participant observation, questionnaires and interviews were used as research methods to investigate this situation and to obtain a holistic understanding of the area. After analysing and evaluating the physical and social factors according to the criteria presented, the findings indicate that there is a necessity to meet the needs of pedestrians in the Florida Road area. As such, different recommendations are made in an attempt to create a pedestrian-friendly environment and a healthy community through a detailed Pedestrianisation Scheme and Traffic Calming measures. / Thesis (M.T.R.P.)-University of Natal, Durban, 2002.