Thesis (M.S.)--Ohio University, 2002. / Title from PDF t.p.

Thesis (M.App.Sc.) - Carleton University, 2006. / Includes bibliographical references (p. 144-152). Also available in electronic format on the Internet.

Thesis (Ph.D.)--University of Texas at Arlington, 2009.

Thesis (M.P.A)--University of Hong Kong, 2002. / Includes bibliographical references.

Thesis (M.P.A)--University of Hong Kong, 2002. / Includes bibliographical references. Also available in print.

Thesis (Ph. D.) -- University of Tennessee, Knoxville, 2005. / Cover title. Computer-produced typeface. "August 2005." Includes bibliographical references (p. 120-125). Also available online via the University of Texas Electronic Thesis/Dissertation Website (http://etd.utk.edu/).

Thesis (Ph. D.)-- University of California, Berkeley, 2004. / Includes bibliographical references (leaves 46-47). Also available online via the University of California eLibrary website (http://repositories.cdlib.org/).

From several points of view, freeways are a desirable urban technology. Not only do they provide high levels of mobility and traffic capacity, but their safety, fuel consumption and pollution-generation characteristics are the best available. Even in terms of noise generation and its impact on the urban environment, it is desirable to have maximum traffic diversion from surface streets to appropriately designed freeway facilities. Yet freeway development is not without its costs. Opposition has grown, and now assumes a dominant position, politically, throughout much of North America, because the construction of freeways has often entailed severe disruptions of settled communities. These disruptions are referred to collectively as "community impact". The problem of this paper is the design and performance evaluation of a limited form of freeway, a form which attempts to minimize community impact. To the extent that such a form is possible, the environmental and other advantages of continuous-flow operation of motor vehicles will be available at lower social cost. The study begins by identifying the impacts to be avoided. "Residential displacement", "visual intrusion", JL'noise impact" and "traffic focal points and 'dumping' of traffic" are potential impacts of freeway construction and operation. Because of the nature of the designs being considered, "difficulties of local access and parking" is included for examination, as is the satisfactoriness of the highway driving environment. The general conclusions of the study are as follows. (1) Residential displacement would be limited to the removal of one house on the 3»2 mile test route. (2) The highway would not be visually intrusive since it would be completely hidden from view. (3) At maximum noise generation, one of the test designs would produce no impact at nearby buildings and from "marginal" to "definite" impact at sidewalks adjacent to the facility; the other design would produce a "marginal" impact at the building facade and a "definite" impact at the sidewalk, (k) There would be no dumping of traffic in the study area. (The facility performs only the line-haul function with no collector/distributor element.) (5) Local access and parking could be assured, but would require the upgrading of rear lanes the parking of vehicles on private property. (6) The visual quality of the highway driving environment, though less than ideal, is judged to be satisfactory. Unfortunately the less effective of the designs from a noise containment point of view is probably the most desirable aesthetically. (7) Total development cost of each of the "minimal impact" designs approximates the total dollar costs of conventional inner-city freeways. It is concluded that minimal impact freeways appear to be feasible, both technically and economically, for the line-haul function across inner suburbs. Since it now appears possible to construct limited forms of freeway with little adverse community effect, freeways should no longer be considered a non-option for built-up-areas. / Applied Science, Faculty of / Community and Regional Planning (SCARP), School of / Graduate

Adaptive Cruise Control (ACC) vehicles have a longer reaction time, and the on-board sensors have a limited detection range that adversely affects the freeway bottleneck capacity. These limitations can cause small speed fluctuations into larger stop-and-go waves at typical freeway bottlenecks. Microsimulation results revealed that flow instability increases with the increase in ACC market penetration for a single lane freeway. The ACC car following model was developed for higher speed ranges only; thus, it could not capture rapid deceleration to lower speeds, let alone complete stops. The algorithm applies collision avoidance and brake relatively late in those instances, which leads to vehicles clustered closer together when at complete stops (or lower speeds). Therefore, the jam density increases with ACC market penetration. Simulation results also represented that no change in capacity was observed with the introduction of ACC vehicles on a freeway without diverging off-ramp and merging on-ramp demand compared to manually driven vehicles. The result is owed to the fact that lane changes and disturbances are not prominent without merging and diverging sections. However, the situation aggravates more for ACC vehicles when there is diverging off-ramp demand and merging on-ramp demand. The effect becomes severe with the increase of ACC market penetration. The field experiments for the fundamental characteristics of traffic flow showed that maximum capacity can be achieved when all the vehicles are operating in ACC mode. However, that maximum flow is unstable, and a minor speed variation can cause severe capacity drop. The jam density is also more in all ACC scenario that might result in rapid queue propagation as the wave speed is larger compared to the mixed driving scenario. / Includes bibliography. / Thesis (MS)--Florida Atlantic University, 2021. / FAU Electronic Theses and Dissertations Collection

Developments in high resolution traffic sensors over the past decades are providing a wealth of empirical speed-flow data. Travel demand models use speed-flow relationships to assign traffic flows to network links. However, speed-flow relationships have not been revalidated against new detailed traffic sensor data. Therefore, it is necessary to revisit speed-flow relationships based on actual measured conditions on network links rather than assuming constant speed-flow relationships over entire highway network systems. Speed-flow relationships have been particularly difficult to calibrate and estimate when traffic volumes approach capacity, i.e. when the v/c ratio approaches one. This thesis empirically evaluates the speed-flow relationships for v/c < 1 using field data. For congested conditions (v/c > 1) a theoretical approach is taken. A new methodology to determine the distribution of the activation of bottlenecks, bottleneck duration, and bottleneck deactivation is proposed. This thesis is a new contribution to understand the stochastic nature of freeway capacity as well as bottleneck duration, activation, and deactivation. Unlike previous research efforts, this thesis studies speed-flow relationships at the lane level and later presents a method to estimate speed-flow relationships at the link level.