Real time information about traffic conditions is becoming widely available through various media, and the focus on Advanced Traveler Information Systems (ATIS) is gaining importance rapidly. In such conditions, travelers have better knowledge about the system and adapt as the system evolves dynamically during their travel. Drivers may change routes along their travel in order to optimize their own objective of travel, which can be characterized by disutility functions. The focus of this research is to study the behavior of travelers with multiple trip objectives, when provided with real time information. A web based experiment is carried out to simulate a traffic network with information provision and different travel objectives. The decision strategies of participants are analyzed and compared to the optimal policy, along with few other possible decision rules and a general model is calibrated to describe the travelers' decision strategy. This research is a step towards calibrating equilibrium models for adaptive behavior with multiple user classes. / text

No description available.

Introdução: Estima-se que os comportamentos de risco no trânsito, como erros e violações, sejam responsáveis por aproximadamente 90% dos acidentes automobilísticos. Dentre as principais variáveis preditoras de comportamento de risco no trânsito estão os traços de personalidade do condutor. A associação positiva entre impulsividade, busca de sensações e comportamentos de risco no trânsito já é bem documentada na literatura. No entanto, estudos que explorem essas associações entre condutores infratores versus não infratores são escassos, principalmente no Brasil. Objetivo: Explorar as associações entre impulsividade, busca de sensações e comportamentos de risco no trânsito em uma amostra de condutores infratores versus não infratores da cidade de Porto Alegre. Método: A amostra foi composta por 158 condutores infratores que tiveram o direito de dirigir suspenso nos últimos 12 meses por acúmulo de pontos (68,4%) ou tipo de infração específica (31,6%), selecionados no Departamento Estadual de Trânsito do Rio Grande do Sul (79,7% homens) e 181 não infratores (76,2% homens) captados em três Centros de Formação de Condutores e em dois parques públicos locais. As medidas utilizadas foram: a Escala de Impulsividade de Barrat (BIS-11), o Inventário de Busca de Sensações de Arnett (AISS) e um questionário padronizado para coleta de informações demográficas e de comportamentos de risco no trânsito. As variáveis foram analisadas através de regressão logística de acordo com um modelo hierarquizado. O nível de significância adotado foi 5%. Resultados: Maior impulsividade (OR = 4,8, IC 95%: 2,68-8,6), anos de estudo (OR=0,91, IC 95%: 0,85-0,97); dirigir com maior frequência (OR = 4,01, IC 95%: 2,05-7,83), assumir infrações de outro condutor (OR = 2,91, IC 95%: 1,63-5,19), solicitar que outro condutor assumisse suas infrações (OR = 6,74, IC 95%: 2,39-19,25), envolvimento em acidentes de trânsito com vítima (OR = 2,73, IC 95%: 1,24-6,01) e consumir bebida alcoólica nos últimos 12 meses (beber não binge = OR 0,77, IC 95%: 0,38-1,55; binge drinking = OR 1,97, IC 95%: 0,87-4,47) foram significativa e independentemente associados à suspensão do direito de dirigir. Não foi constatada associação entre busca de sensações e ter o direito de dirigir suspenso. Conclusão: Os achados sugerem que a impulsividade, alguns comportamentos associados a risco – tais como envolvimento em acidentes graves, beber bebida alcoólica nos últimos 12 meses, assumir infrações de outro condutor, solicitar que outro condutor assumisse suas infrações - e a frequência com que o condutor dirige foram preditores para o cometimento de mais infrações; também se evidenciou que possuir mais anos de estudo representou um fator de proteção à direção segura. Nesse sentido, nossos resultados demonstram a natureza complexa e multideterminada do fenômeno. Espera-se que este trabalho, pioneiro no Brasil, contribua para a identificação de potenciais fatores de risco e associados ao cometimento de infrações, bem como contribua na discussão de medidas de avaliação, reabilitação e fiscalização para o trânsito. / Introduction: It is estimated that risk behaviors in traffic, such as errors and violations, are responsible for approximately 90% of all automobile accidents. Among the leading predictors of risk behavior in traffic are driver personality traits. The positive association between impulsivity, sensation seeking and risk behaviors in traffic is already well documented in literature. However, studies that explore these associations among offender drivers and non-offender drivers are scarce, especially in Brazil. Objective: To explore the association between impulsivity, sensation seeking and risk behavior in traffic in a sample of offender drivers versus non-offender drivers in the city of Porto Alegre. Method: The sample comprised 158 offender drivers whose right to drive had been suspended over the past 12 months due to an accumulation of points (68.4%) or a specific violation (31.6%), selected at the Rio Grande do Sul State Traffic Department (79.7% men) and 181 non-offender drivers (76.2% men) from three Driving Schools and in two local parks. Measures used were: the Barrat Impulsiveness Scale (BIS-11), the Arnett Inventory of Sensation Seeking (AISS) and a standardized questionnaire for the collection of information of demographics and risk behavior in traffic. The variables were analyzed through logistic regression according to a hierarchical model. The adopted level of significance was 5%. Results: More impulsiveness (OR = 4.8, IC 95%: 2.68-8.6), years in school (OR=0.91, IC 95%: 0.85-0.97); frequent driving (OR = 4.01, IC 95%: 2.05-7.83), take on other driver’s violations (OR = 2.91, IC 95%: 1.63-5.19), request that other driver’s take on one’s violations (OR = 6.74, IC 95%: 2.39-19.25), involvement in traffic accidents with a victim (OR = 2.73, IC 95%: 1.24-6.01) and drinking alcoholic beverages during the last 12 months (non-binge drinking = OR 0.77, IC 95%: 0.38-1.55; binge drinking = OR 1.97, IC 95%: 0.87-4.47) were significantly and independently associated with the suspension of driving privileges. We verified no association between sensation seeking and the suspension of driving privileges. Conclusion: The findings suggest that impulsivity and behaviors associated with risk – such as involvement in serious accidents, drinking alcoholic beverages within the last 12 months, taking on violations of other drivers, requesting that other drivers take on his/her violations - and the frequency of driving were indicative of committing additional violations; it was also shown that more years of study represented a factor favoring safe driving. In this sense, our results show the complex and multidetermined nature of the phenomenon. It is hoped that this pioneering study in Brazil contributes to the identification of potential risk factors and those associated with committing violations, as well as contributing to the discussion of measures for evaluation, rehabilitation and monitoring of traffic.

Introdução: Estima-se que os comportamentos de risco no trânsito, como erros e violações, sejam responsáveis por aproximadamente 90% dos acidentes automobilísticos. Dentre as principais variáveis preditoras de comportamento de risco no trânsito estão os traços de personalidade do condutor. A associação positiva entre impulsividade, busca de sensações e comportamentos de risco no trânsito já é bem documentada na literatura. No entanto, estudos que explorem essas associações entre condutores infratores versus não infratores são escassos, principalmente no Brasil. Objetivo: Explorar as associações entre impulsividade, busca de sensações e comportamentos de risco no trânsito em uma amostra de condutores infratores versus não infratores da cidade de Porto Alegre. Método: A amostra foi composta por 158 condutores infratores que tiveram o direito de dirigir suspenso nos últimos 12 meses por acúmulo de pontos (68,4%) ou tipo de infração específica (31,6%), selecionados no Departamento Estadual de Trânsito do Rio Grande do Sul (79,7% homens) e 181 não infratores (76,2% homens) captados em três Centros de Formação de Condutores e em dois parques públicos locais. As medidas utilizadas foram: a Escala de Impulsividade de Barrat (BIS-11), o Inventário de Busca de Sensações de Arnett (AISS) e um questionário padronizado para coleta de informações demográficas e de comportamentos de risco no trânsito. As variáveis foram analisadas através de regressão logística de acordo com um modelo hierarquizado. O nível de significância adotado foi 5%. Resultados: Maior impulsividade (OR = 4,8, IC 95%: 2,68-8,6), anos de estudo (OR=0,91, IC 95%: 0,85-0,97); dirigir com maior frequência (OR = 4,01, IC 95%: 2,05-7,83), assumir infrações de outro condutor (OR = 2,91, IC 95%: 1,63-5,19), solicitar que outro condutor assumisse suas infrações (OR = 6,74, IC 95%: 2,39-19,25), envolvimento em acidentes de trânsito com vítima (OR = 2,73, IC 95%: 1,24-6,01) e consumir bebida alcoólica nos últimos 12 meses (beber não binge = OR 0,77, IC 95%: 0,38-1,55; binge drinking = OR 1,97, IC 95%: 0,87-4,47) foram significativa e independentemente associados à suspensão do direito de dirigir. Não foi constatada associação entre busca de sensações e ter o direito de dirigir suspenso. Conclusão: Os achados sugerem que a impulsividade, alguns comportamentos associados a risco – tais como envolvimento em acidentes graves, beber bebida alcoólica nos últimos 12 meses, assumir infrações de outro condutor, solicitar que outro condutor assumisse suas infrações - e a frequência com que o condutor dirige foram preditores para o cometimento de mais infrações; também se evidenciou que possuir mais anos de estudo representou um fator de proteção à direção segura. Nesse sentido, nossos resultados demonstram a natureza complexa e multideterminada do fenômeno. Espera-se que este trabalho, pioneiro no Brasil, contribua para a identificação de potenciais fatores de risco e associados ao cometimento de infrações, bem como contribua na discussão de medidas de avaliação, reabilitação e fiscalização para o trânsito. / Introduction: It is estimated that risk behaviors in traffic, such as errors and violations, are responsible for approximately 90% of all automobile accidents. Among the leading predictors of risk behavior in traffic are driver personality traits. The positive association between impulsivity, sensation seeking and risk behaviors in traffic is already well documented in literature. However, studies that explore these associations among offender drivers and non-offender drivers are scarce, especially in Brazil. Objective: To explore the association between impulsivity, sensation seeking and risk behavior in traffic in a sample of offender drivers versus non-offender drivers in the city of Porto Alegre. Method: The sample comprised 158 offender drivers whose right to drive had been suspended over the past 12 months due to an accumulation of points (68.4%) or a specific violation (31.6%), selected at the Rio Grande do Sul State Traffic Department (79.7% men) and 181 non-offender drivers (76.2% men) from three Driving Schools and in two local parks. Measures used were: the Barrat Impulsiveness Scale (BIS-11), the Arnett Inventory of Sensation Seeking (AISS) and a standardized questionnaire for the collection of information of demographics and risk behavior in traffic. The variables were analyzed through logistic regression according to a hierarchical model. The adopted level of significance was 5%. Results: More impulsiveness (OR = 4.8, IC 95%: 2.68-8.6), years in school (OR=0.91, IC 95%: 0.85-0.97); frequent driving (OR = 4.01, IC 95%: 2.05-7.83), take on other driver’s violations (OR = 2.91, IC 95%: 1.63-5.19), request that other driver’s take on one’s violations (OR = 6.74, IC 95%: 2.39-19.25), involvement in traffic accidents with a victim (OR = 2.73, IC 95%: 1.24-6.01) and drinking alcoholic beverages during the last 12 months (non-binge drinking = OR 0.77, IC 95%: 0.38-1.55; binge drinking = OR 1.97, IC 95%: 0.87-4.47) were significantly and independently associated with the suspension of driving privileges. We verified no association between sensation seeking and the suspension of driving privileges. Conclusion: The findings suggest that impulsivity and behaviors associated with risk – such as involvement in serious accidents, drinking alcoholic beverages within the last 12 months, taking on violations of other drivers, requesting that other drivers take on his/her violations - and the frequency of driving were indicative of committing additional violations; it was also shown that more years of study represented a factor favoring safe driving. In this sense, our results show the complex and multidetermined nature of the phenomenon. It is hoped that this pioneering study in Brazil contributes to the identification of potential risk factors and those associated with committing violations, as well as contributing to the discussion of measures for evaluation, rehabilitation and monitoring of traffic.

Bangkok is a city where the congestion levels have been a major problem for many years. In 2017, Bangkok was rated the most congested city in Asia, and the second most congested in the world. According to The Expressway Authority of Thailand (EXAT), on-ramp merging is one of the most critical problem that causes congestion on the urban expressways. EXAT have evaluated several merging control strategies through microscopic traffic simulation to find suitable strategies for implementation in real life. However, their simulation studies were all based on the assumption that all motorists strictly follow the traffic rules. This is not the actual case in Bangkok, where the drivers ignore both solid lines and striped areas, as well as utilize the shoulder lane on a regular basis. The aim of this thesis is to investigate if it is possible to include this complex driving behavior in existing microscopic simulation models. A second objective is to identify merging control strategies that can reduce the occurrence and the effects of this driving behavior in order to increase the throughput at an on-ramp area on Sirat Expressway. A model was built in VISSIM and calibrated based on data collected from video recordings. In the study, parameters that are significant for the driving behavior modeling, as well as the difficulties that arise from performing a realistic calibration of the model using video observations and model-specific constraints, are identified. From the video recordings it was discovered that the main problem causing the congestion was a result of the mainline traffic who traversed to the on-ramp. Two merging control strategies were suggested to address this problem: the installment of a center barrier, and successive merging areas. The results confirmed that both actions can improve the traffic situation in terms of reducing the individual travel time. Installing a center barrier was the most efficient option and reduced the travel time by 16.58 % on the mainline and 63.24 % at the on-ramp.

Introdução: Estima-se que os comportamentos de risco no trânsito, como erros e violações, sejam responsáveis por aproximadamente 90% dos acidentes automobilísticos. Dentre as principais variáveis preditoras de comportamento de risco no trânsito estão os traços de personalidade do condutor. A associação positiva entre impulsividade, busca de sensações e comportamentos de risco no trânsito já é bem documentada na literatura. No entanto, estudos que explorem essas associações entre condutores infratores versus não infratores são escassos, principalmente no Brasil. Objetivo: Explorar as associações entre impulsividade, busca de sensações e comportamentos de risco no trânsito em uma amostra de condutores infratores versus não infratores da cidade de Porto Alegre. Método: A amostra foi composta por 158 condutores infratores que tiveram o direito de dirigir suspenso nos últimos 12 meses por acúmulo de pontos (68,4%) ou tipo de infração específica (31,6%), selecionados no Departamento Estadual de Trânsito do Rio Grande do Sul (79,7% homens) e 181 não infratores (76,2% homens) captados em três Centros de Formação de Condutores e em dois parques públicos locais. As medidas utilizadas foram: a Escala de Impulsividade de Barrat (BIS-11), o Inventário de Busca de Sensações de Arnett (AISS) e um questionário padronizado para coleta de informações demográficas e de comportamentos de risco no trânsito. As variáveis foram analisadas através de regressão logística de acordo com um modelo hierarquizado. O nível de significância adotado foi 5%. Resultados: Maior impulsividade (OR = 4,8, IC 95%: 2,68-8,6), anos de estudo (OR=0,91, IC 95%: 0,85-0,97); dirigir com maior frequência (OR = 4,01, IC 95%: 2,05-7,83), assumir infrações de outro condutor (OR = 2,91, IC 95%: 1,63-5,19), solicitar que outro condutor assumisse suas infrações (OR = 6,74, IC 95%: 2,39-19,25), envolvimento em acidentes de trânsito com vítima (OR = 2,73, IC 95%: 1,24-6,01) e consumir bebida alcoólica nos últimos 12 meses (beber não binge = OR 0,77, IC 95%: 0,38-1,55; binge drinking = OR 1,97, IC 95%: 0,87-4,47) foram significativa e independentemente associados à suspensão do direito de dirigir. Não foi constatada associação entre busca de sensações e ter o direito de dirigir suspenso. Conclusão: Os achados sugerem que a impulsividade, alguns comportamentos associados a risco – tais como envolvimento em acidentes graves, beber bebida alcoólica nos últimos 12 meses, assumir infrações de outro condutor, solicitar que outro condutor assumisse suas infrações - e a frequência com que o condutor dirige foram preditores para o cometimento de mais infrações; também se evidenciou que possuir mais anos de estudo representou um fator de proteção à direção segura. Nesse sentido, nossos resultados demonstram a natureza complexa e multideterminada do fenômeno. Espera-se que este trabalho, pioneiro no Brasil, contribua para a identificação de potenciais fatores de risco e associados ao cometimento de infrações, bem como contribua na discussão de medidas de avaliação, reabilitação e fiscalização para o trânsito. / Introduction: It is estimated that risk behaviors in traffic, such as errors and violations, are responsible for approximately 90% of all automobile accidents. Among the leading predictors of risk behavior in traffic are driver personality traits. The positive association between impulsivity, sensation seeking and risk behaviors in traffic is already well documented in literature. However, studies that explore these associations among offender drivers and non-offender drivers are scarce, especially in Brazil. Objective: To explore the association between impulsivity, sensation seeking and risk behavior in traffic in a sample of offender drivers versus non-offender drivers in the city of Porto Alegre. Method: The sample comprised 158 offender drivers whose right to drive had been suspended over the past 12 months due to an accumulation of points (68.4%) or a specific violation (31.6%), selected at the Rio Grande do Sul State Traffic Department (79.7% men) and 181 non-offender drivers (76.2% men) from three Driving Schools and in two local parks. Measures used were: the Barrat Impulsiveness Scale (BIS-11), the Arnett Inventory of Sensation Seeking (AISS) and a standardized questionnaire for the collection of information of demographics and risk behavior in traffic. The variables were analyzed through logistic regression according to a hierarchical model. The adopted level of significance was 5%. Results: More impulsiveness (OR = 4.8, IC 95%: 2.68-8.6), years in school (OR=0.91, IC 95%: 0.85-0.97); frequent driving (OR = 4.01, IC 95%: 2.05-7.83), take on other driver’s violations (OR = 2.91, IC 95%: 1.63-5.19), request that other driver’s take on one’s violations (OR = 6.74, IC 95%: 2.39-19.25), involvement in traffic accidents with a victim (OR = 2.73, IC 95%: 1.24-6.01) and drinking alcoholic beverages during the last 12 months (non-binge drinking = OR 0.77, IC 95%: 0.38-1.55; binge drinking = OR 1.97, IC 95%: 0.87-4.47) were significantly and independently associated with the suspension of driving privileges. We verified no association between sensation seeking and the suspension of driving privileges. Conclusion: The findings suggest that impulsivity and behaviors associated with risk – such as involvement in serious accidents, drinking alcoholic beverages within the last 12 months, taking on violations of other drivers, requesting that other drivers take on his/her violations - and the frequency of driving were indicative of committing additional violations; it was also shown that more years of study represented a factor favoring safe driving. In this sense, our results show the complex and multidetermined nature of the phenomenon. It is hoped that this pioneering study in Brazil contributes to the identification of potential risk factors and those associated with committing violations, as well as contributing to the discussion of measures for evaluation, rehabilitation and monitoring of traffic.

Bicycles are one of the most efficient way to travel within short-distance trips due to its relatively low maintenance and operation costs (Gao, Liu, & Feng, 2012). Besides to their efficiency, bicycles provide more flexibility for their parking and its ease of use. With the increasing transportation demand in major cities, transportation authorities will encourage to use the bicycle more. However, accommodating bicycles would require physical road geometry modifications such as introducing dedicated bicycle-lanes. Cycling appears to be a sustainable form of transportation across virous countries in Europe, as a result the authorities are planning and implementing upgrades to make the transportation system safer, convenient and sustainable which is necessary to encourage more people to use bicycles as a form of transportation. This thesis is a case study which examines current traffic conditions on a bus stop at Långholmsgatan in the city of Stockholm, Sweden and evaluates the effects of different designs for bicycles and buses. At this bus stop in Långholmsgatan, the bicycle lane is located to the right of the traffic road and to the left of the bus stop in the upstream direction. Buses need to cross the bicycle lane in order to arrive and departure the bus stop. Consequently, a conflict will also be created between bicycles and buses that are crossing the bicycle lane. In this thesis, an alternative design is evaluated in which buses and bicycles are separated from each other. However, this will result in a new conflict between bicycles and pedestrians. These two designs are evaluated in terms of travel time and delay and the analysis was done using micro-simulation software VISSIM. The study shows that the current design at the bus stop of Långholmsgatan should be preferred over the alternative design when considering travel time and delay for bicycles. If buses should be considered, the alternative design should be preferred over the current design.

京都大学 / 0048 / 新制・課程博士 / 博士(情報学) / 甲第22801号 / 情博第731号 / 新制||情||125(附属図書館) / 京都大学大学院情報学研究科知能情報学専攻 / (主査)教授 熊田 孝恒, 教授 西田 眞也, 教授 中村 裕一 / 学位規則第4条第1項該当 / Doctor of Informatics / Kyoto University / DFAM

No description available.

Driving while sleepy, drowsy or fatigued are leading contributors to road crashes. Sleepiness, drowsiness and fatigue usually occur at the end of a prolonged period of time during which an individual has been awake. Although these factors have been heavily researched, it is not clear how one of their primary causes, a prolonged total awake time (TAT), might affect driving skills such as hazard anticipation, hazard mitigation and attention maintenance, three skills that are crucial for safe driving. The first experiment investigated how these three driving skills are affected by prolonged TAT, and if so to what extent. Forty-eight participants completed two separate driving simulator sessions, one a pre-test and one a post-test. Based on the online questionnaire, participants were assigned to two different groups, namely Short-hours and Long-hours. A total of two hours elapsed between the pre-test and post-test for the Short-hours group. A total of twelve hours elapsed between the pre-test and post-test for the Long-hours group. The pre-test session was administered at 9:00 a.m. or 10:00 a.m. for both Short-hours and Long-hours groups. The post-test session was administered at 11:00 a.m. or 12:00 p.m. for the Short-hours group and at 9:00 p.m. or 10:00 p.m. for the Long-hours group. It was expected that Long-hours group would perform on average more poorly in the post-test due to a longer total awake time. In each session, participants were asked to navigate a simulated world that included twelve scenarios: four examined drivers' hazard anticipation skills, four examined hazard mitigation skills and four examined attention maintenance skills. While driving, all participants' eye behaviors were measured. The results showed that the Long-hours group drivers' hazard anticipation, hazard mitigation and attention maintenance skills were compromised. The above findings led to the development of a PC-Based Sleepiness and Fatigued Driving Evaluation and Training Program (SAFE-T) that was used to train drivers in each of the three driving skills mentioned above. The SAFE-T Program was configured to run on a standard PC so that the training could be undertaken without the need for advanced simulation by any drivers whose jobs required that they be awake and driving at the end of a long shift. The second experiment investigated if the SAFE-T Program would effectively train drivers who were awake for a prolonged period of time to maintain their driving performance in each of the three driving skills, namely hazard anticipation, hazard mitigation, and attention maintenance. Based on the online questionnaire, participants were assigned to two different groups, namely Trained (SAFE-T) and Placebo. Thirty-six participants completed a pre-test, the SAFE-T or placebo training, and a post-test. All participants were in the Long-hours condition in this experiment, which is a total of twelve hours (the time that elapsed between the pre-test and the post-test). The pre-test was administered at 9:00 a.m. or 10:30 a.m., the training was administered right after the pre-test, and the post-test was administered at 9:00 p.m. or 10:30 p.m. The results showed that participants who were given SAFE-T training performed better during the post-test than during the pre-test in all the three skills. In contrast, the participants who were given Placebo training performed worse during the post-test than during the pre-test in all the three skills.