Innovation is a popular topic that receives significant attention from both organizations and academics. This attention includes scholars, executives, public entities, and private organizations in the construction and infrastructure fields. Scholars have examined innovation in both construction and public-private partnerships (P3s). Despite this work, gaps remain — particularly regarding the impact of project-level factors on technical innovation in P3s. Hence, this dissertation contributes to the areas of infrastructure innovation and P3s using a three pronged approach. First, exploration of the literature identified 348 factors that drive or inhibit innovation in infrastructure projects. These factors were synthesized into 33 aggregate factors such as client, integration, and risk. Subsequently, case interviews with practitioners revealed 110 factors that influence innovation in P3 projects; these were further grouped into six main categories. Literature and practitioner perspectives were strongly aligned around four predominant factors influencing innovation in P3 projects: i) risk, ii) client, iii) procurement, and iv) project type. Second, a framework to identify and classify project level innovation was derived and tested using deviations from project baselines submitted as alternative technical concepts (ATCs) in four infrastructure project procurements. The developed framework provides the infrastructure and construction community with a replicable approach to assess technical enhancements in projects to determine whether they are innovative or not and if so the type of innovation. Application of the framework classified only 7 of 53 ATCs from the four projects as innovative. However, the remainder added significant value through cost savings, improved safety or operational efficiency. Lastly, a case study of six contemporary US highway P3 projects: i) Elizabeth River Tunnels in Virginia; ii) East End Crossing in Indiana; iii) North Tarrant Expressway segments 3AandB in Texas; iv) I-4 Ultimate Improvement in Florida; v) I-77 HOT Lanes in North Carolina; and vi) SH 288 Toll Lanes in Texas was conducted to determine the types of innovation found and to assess the influence of key project characteristics on P3 technical innovation. Technical enhancements proposed by concessionaires were assessed using project documentation and semi-structured interviews with 23 experienced public and private sector project participants. Innovations were uncovered, albeit limited. Procurement, project type, and payment mechanism (demand risk/traffic risk) were the key project characteristics influencing innovation. Further, these same characteristics promoted added-value in the form of increased safety, reduced project durations, and decreased project costs. Together, the three studies advance our understanding of the effect of project attributes on technical innovation and value creation in infrastructure public-private arrangements. / PHD

The ever increasing traffic congestion being experienced on urban freeways has caused attention to be focused on methods for improving traffic operations on these facilities. The reduction or elimination of freeway congestion can be handled in two basic ways: 1) by increasing the freeway's capacity defined as the number of vehicles per unit time that can pass a given point in one lane of the freeway multiplied by the number of lanes on the freeway, or 2) by decreasing the traffic loads imposed on these freeways. Monumental costs and adverse public relations are involved in the construction of either new freeways or additional lanes in urban areas to increase freeway capacity. Due to these factors, the move in recent years has been toward decreasing traffic loads to accomplish the goals of reduction or elimination of freeway congestion. In an effort to combat the freeway congestion, traffic researchers have devoted much time and effort to the theoretical and practical aspects of systems in which controlled access is utilized to prevent or reduce congestion caused by traffic demands in excess of freeway operational capacity. Such systems perform the function of 'freeway surveillance and control'. An important aspect of these systems is the control mechanism used for the regulation of the ramp traffic to the freeway. This topic of ramp metering is the subject of this report.

published_or_final_version / Environmental Management / Master / Master of Science in Environmental Management

Neste trabalho, calibra-se um modelo que descreva a relação fluxo-velocidade em autoestradas e rodovias de pista dupla, considerando as recomendações tecidas pelos autores envolvidos na elaboração do modelo do Highway Capacity Manual - HCM 2010. Para tanto, foi utilizada uma amostra de 788.122 observações, coletadas por 25 estações em quatro rodovias paulistas: SP-348, SP-021, SP-280 e SP 270. A análise dos dados mostrou que, conforme preconizado pelo HCM 2010, existe um intervalo de fluxos no qual a velocidade se mantém constante, o que corresponde à velocidade de fluxo livre. Em seguida, verificou-se que a classificação do HCM 2010, entre autoestradas e rodovias de pista dupla, não se mostra adequada para a amostra estudada, tendo sido indicada a divisão entre rodovias urbanas e rurais. Para esses grupos, foram propostos valores representativos para a capacidade e calibrada a relação fluxo-velocidade. A comparação entre os dois conjuntos de curvas produzidos mostrou que a velocidade média da corrente de tráfego nas rodovias urbanas apresenta uma queda mais precoce e acentuada do que a observada em rodovias rurais. Além disso, os valores estimados para a capacidade C e para a velocidade na capacidade CS para rodovias urbanas são inferiores aos estimados para rodovias rurais. Em contraste com o modelo do HCM 2010, a principal diferença reside em valores significativamente inferiores para BP, o fluxo a partir do qual se nota um declínio da velocidade em função do aumento da densidade da corrente de tráfego. Outro ponto de destaque é que, embora os valores da capacidade sejam parecidos entre o modelo do HCM 2010 e o calibrado, a velocidade na capacidade CS é superior nas rodovias paulistas. / This work presents the calibration of a model describing the speed-flow relationship on freeways and multilane highways in the state of São Paulo, Brazil. The calibrated model follows the recommendations made by the authors involved in the development of the model used by the Highway Capacity Manual HCM 2010. The calibration used a sample of 788,122 observations, collected by 25 stations on four highways at São Paulo state: SP-348, SP-021, SP-280 and 270 SP. The analysis of the data showed that, as advocated by the HCM 2010, there is range of flows in which the average speed of the passenger cars remains constant and equal to the free flow speed. It was also found that the classification scheme used by HCM 2010, comprising freeways and multilane highways, is not adequate for highways in the state of São Paulo. A new classification scheme, which divides highways into urban or rural sections, is proposed. For these classes, representative values for the capacity were found, and the speed-flow relation was calibrated. The comparison between the two sets of curves produced showed that the average speed of the traffic stream on urban highways has an earlier and steeper drop than the observed on rural highways. In addition, the estimated values for the capacity C and for the speed at capacity CS for urban highways are lower compared to the estimated for rural highways. Compared to the model used by the HCM 2010, the main difference lies in the significantly lower values for BP, the traffic flow from which the average speed declines as the density of the traffic stream increases. Another important indication is that, although the capacity values are similar between the model used by the HCM 2010 and the calibrated model, the speed at capacity CS is higher at São Paulo state highways.

Neste trabalho, calibra-se um modelo que descreva a relação fluxo-velocidade em autoestradas e rodovias de pista dupla, considerando as recomendações tecidas pelos autores envolvidos na elaboração do modelo do Highway Capacity Manual - HCM 2010. Para tanto, foi utilizada uma amostra de 788.122 observações, coletadas por 25 estações em quatro rodovias paulistas: SP-348, SP-021, SP-280 e SP 270. A análise dos dados mostrou que, conforme preconizado pelo HCM 2010, existe um intervalo de fluxos no qual a velocidade se mantém constante, o que corresponde à velocidade de fluxo livre. Em seguida, verificou-se que a classificação do HCM 2010, entre autoestradas e rodovias de pista dupla, não se mostra adequada para a amostra estudada, tendo sido indicada a divisão entre rodovias urbanas e rurais. Para esses grupos, foram propostos valores representativos para a capacidade e calibrada a relação fluxo-velocidade. A comparação entre os dois conjuntos de curvas produzidos mostrou que a velocidade média da corrente de tráfego nas rodovias urbanas apresenta uma queda mais precoce e acentuada do que a observada em rodovias rurais. Além disso, os valores estimados para a capacidade C e para a velocidade na capacidade CS para rodovias urbanas são inferiores aos estimados para rodovias rurais. Em contraste com o modelo do HCM 2010, a principal diferença reside em valores significativamente inferiores para BP, o fluxo a partir do qual se nota um declínio da velocidade em função do aumento da densidade da corrente de tráfego. Outro ponto de destaque é que, embora os valores da capacidade sejam parecidos entre o modelo do HCM 2010 e o calibrado, a velocidade na capacidade CS é superior nas rodovias paulistas. / This work presents the calibration of a model describing the speed-flow relationship on freeways and multilane highways in the state of São Paulo, Brazil. The calibrated model follows the recommendations made by the authors involved in the development of the model used by the Highway Capacity Manual HCM 2010. The calibration used a sample of 788,122 observations, collected by 25 stations on four highways at São Paulo state: SP-348, SP-021, SP-280 and 270 SP. The analysis of the data showed that, as advocated by the HCM 2010, there is range of flows in which the average speed of the passenger cars remains constant and equal to the free flow speed. It was also found that the classification scheme used by HCM 2010, comprising freeways and multilane highways, is not adequate for highways in the state of São Paulo. A new classification scheme, which divides highways into urban or rural sections, is proposed. For these classes, representative values for the capacity were found, and the speed-flow relation was calibrated. The comparison between the two sets of curves produced showed that the average speed of the traffic stream on urban highways has an earlier and steeper drop than the observed on rural highways. In addition, the estimated values for the capacity C and for the speed at capacity CS for urban highways are lower compared to the estimated for rural highways. Compared to the model used by the HCM 2010, the main difference lies in the significantly lower values for BP, the traffic flow from which the average speed declines as the density of the traffic stream increases. Another important indication is that, although the capacity values are similar between the model used by the HCM 2010 and the calibrated model, the speed at capacity CS is higher at São Paulo state highways.

Esta pesquisa apresenta um método de calibração da relação fluxo-velocidade do Highway Capacity Manual, HCM, para autoestradas e rodovias de pista dupla, a partir de recomendações tecidas pelos autores envolvidos na elaboração do manual. Para tanto, foi utilizado uma amostra com mais de 1.700.000 observações, coletadas por 34 sensores de tráfego, localizados em quatros rodovias do Estado de São Paulo: SP-280, SP-348, SP-270 e SP-021. O tratamento do banco de dados foi realizado por meio da filtragem dos dados originais através da aplicação de três critérios, que têm como finalidade remover observações consideradas inadequadas para a calibração do modelo. Os critérios baseiam-se em obter uma corrente de tráfego formada somente por veículos leves, com condições de operação normal e com observações referentes apenas ao regime de fluxo livre. A separação entre os regimes de fluxo livre e congestionado foi realizada por meio da densidade na capacidade. Para tanto, foi proposto um método de estimação da capacidade por meio da análise da variação da velocidade média da corrente em função do fluxo de tráfego. O pressuposto do método parte do conceito de que o colapso da corrente de tráfego é um fenômeno estocástico, caracterizado pela queda abrupta da velocidade média em função do aumento do fluxo de tráfego. O momento em que ocorre mudança abrupta de velocidade é associado ao colapso da corrente de tráfego e consequentemente à capacidade da via. Após a estimação da capacidade, a velocidade na capacidade foi determinada como a média das velocidades associadas ao fluxo na capacidade, enquanto que a densidade na capacidade foi obtida por meio da relação fundamental de tráfego. O método foi aplicado em um conjunto de 18 trechos de rodovias que atingem a capacidade e os resultados foram considerados satisfatórios após a comparação com valores encontrados na literatura. A calibração da relação fluxo-velocidade foi realizada individualmente para cada trecho de rodovia utilizado no estudo. A análise dos resultados mostra que as rodovias rurais apresentam em média valores maiores para velocidade de fluxo livre, capacidade, coeficiente de calibração, velocidade na capacidade e ponto de transição em relação as rodovias urbanas. Alem disso, o ponto de transição, que consiste em um patamar de velocidade de fluxo livre constante, apresenta valores significativamente menores em relação a literatura. / The following research aims to outline a calibration method of the speed-flow relationship presented in the Highway Capacity Manual (HCM). The method is applied on freeways and multilane highways, leveraging the guidelines made by the authors that developed the manual. In order to support the calibration, a sample with more than 1.700.000 observations was used, collected by 34 traffic sensors on four highways at São Paulo state (SP-280, SP-348, SP270, and SP-021). Furthermore, the data treatment and cleaning process aimed to remove observations considered inappropriate from a model calibration perspective by filtering the original data through three main criteria: traffic flow only composed by passenger car, traffic under normal operations condition, and only containing observations which free flow regime applies. The third filtering criteria was applied by splitting free flow and congested regime through the threshold of density at capacity. To this extent, a capacity estimation method was proposed, aiming to analyse the average speed variation in function of the traffic flow. The assumption of the method relies in the concept that the traffic flow breakdown is a stochastic process, characterized by the abrupt drop in the average speed as function of the traffic flow increase. The moment that abrupt drop occurs is related to traffic breakdown and, consequently, to the capacity freeway capacity. Once the capacity was estimated, the speed at capacity was defined as the average of the speed associated with the flow at capacity while the density at capacity was estimated through the fundamental relationship of the traffic flow. The method was applied in 18 delimited highway traffic perimeter that reached their corresponding capacity and the results were considered satisfactory after comparing against values found in the literature. Furthermore, the speed-flow relationships calibration was performed for each of them individually. The results show that rural highways have in average higher free flow speed, capacity, calibration coefficient, speed at capacity and breakpoint than urban highways. Moreover, the breakpoint, which consists a constant free flow speed level, presented significant lower values in comparison to the literature.

Esta pesquisa apresenta um método de calibração da relação fluxo-velocidade do Highway Capacity Manual, HCM, para autoestradas e rodovias de pista dupla, a partir de recomendações tecidas pelos autores envolvidos na elaboração do manual. Para tanto, foi utilizado uma amostra com mais de 1.700.000 observações, coletadas por 34 sensores de tráfego, localizados em quatros rodovias do Estado de São Paulo: SP-280, SP-348, SP-270 e SP-021. O tratamento do banco de dados foi realizado por meio da filtragem dos dados originais através da aplicação de três critérios, que têm como finalidade remover observações consideradas inadequadas para a calibração do modelo. Os critérios baseiam-se em obter uma corrente de tráfego formada somente por veículos leves, com condições de operação normal e com observações referentes apenas ao regime de fluxo livre. A separação entre os regimes de fluxo livre e congestionado foi realizada por meio da densidade na capacidade. Para tanto, foi proposto um método de estimação da capacidade por meio da análise da variação da velocidade média da corrente em função do fluxo de tráfego. O pressuposto do método parte do conceito de que o colapso da corrente de tráfego é um fenômeno estocástico, caracterizado pela queda abrupta da velocidade média em função do aumento do fluxo de tráfego. O momento em que ocorre mudança abrupta de velocidade é associado ao colapso da corrente de tráfego e consequentemente à capacidade da via. Após a estimação da capacidade, a velocidade na capacidade foi determinada como a média das velocidades associadas ao fluxo na capacidade, enquanto que a densidade na capacidade foi obtida por meio da relação fundamental de tráfego. O método foi aplicado em um conjunto de 18 trechos de rodovias que atingem a capacidade e os resultados foram considerados satisfatórios após a comparação com valores encontrados na literatura. A calibração da relação fluxo-velocidade foi realizada individualmente para cada trecho de rodovia utilizado no estudo. A análise dos resultados mostra que as rodovias rurais apresentam em média valores maiores para velocidade de fluxo livre, capacidade, coeficiente de calibração, velocidade na capacidade e ponto de transição em relação as rodovias urbanas. Alem disso, o ponto de transição, que consiste em um patamar de velocidade de fluxo livre constante, apresenta valores significativamente menores em relação a literatura. / The following research aims to outline a calibration method of the speed-flow relationship presented in the Highway Capacity Manual (HCM). The method is applied on freeways and multilane highways, leveraging the guidelines made by the authors that developed the manual. In order to support the calibration, a sample with more than 1.700.000 observations was used, collected by 34 traffic sensors on four highways at São Paulo state (SP-280, SP-348, SP270, and SP-021). Furthermore, the data treatment and cleaning process aimed to remove observations considered inappropriate from a model calibration perspective by filtering the original data through three main criteria: traffic flow only composed by passenger car, traffic under normal operations condition, and only containing observations which free flow regime applies. The third filtering criteria was applied by splitting free flow and congested regime through the threshold of density at capacity. To this extent, a capacity estimation method was proposed, aiming to analyse the average speed variation in function of the traffic flow. The assumption of the method relies in the concept that the traffic flow breakdown is a stochastic process, characterized by the abrupt drop in the average speed as function of the traffic flow increase. The moment that abrupt drop occurs is related to traffic breakdown and, consequently, to the capacity freeway capacity. Once the capacity was estimated, the speed at capacity was defined as the average of the speed associated with the flow at capacity while the density at capacity was estimated through the fundamental relationship of the traffic flow. The method was applied in 18 delimited highway traffic perimeter that reached their corresponding capacity and the results were considered satisfactory after comparing against values found in the literature. Furthermore, the speed-flow relationships calibration was performed for each of them individually. The results show that rural highways have in average higher free flow speed, capacity, calibration coefficient, speed at capacity and breakpoint than urban highways. Moreover, the breakpoint, which consists a constant free flow speed level, presented significant lower values in comparison to the literature.

Lai Wai Man. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2003-2004, design report." / Includes bibliographical references (p. 118). / Chapter 00. --- Foreward / [Synopsis] / Chapter 01. --- Connecting People / Chapter 02. --- Separation / Chapter 03. --- Re-weaving - An Interactive Ramping Space / [Thesis Proposal] / Chapter 04. --- The Thesis Statement / Chapter 05. --- Twins Developments / Chapter 06. --- Continuous Ramping Event Spaces / Chapter 07. --- Event Spaces Accommodation / [Studies Series] / Chapter 08. --- Elevated Highways in Hong Kong / Chapter 09. --- Air & Noise Pollutions / Chapter 10. --- Tokyo Positive Attitude towards Public Spaces / Chapter 11. --- Spatial Continuity in Hong Kong / Chapter 12. --- Ramping Public Spaces in Hong Kong / Chapter 13. --- Podium Designs in Hong Kong / Chapter 14. --- Theoretical Studies on Concepts / [Experimental Site] / Chapter 15. --- Site Justifications / Chapter 16. --- Canal Road as the Experimental Site / [Design Developments] / Chapter 17. --- Stage01 - Platform over Elevated Highways / Chapter 18. --- Stage02 - Twin Developments + above Flyover / Chapter 19. --- Stage03 - Program Interlinkage / Chapter 20. --- Stage04 - Ramping Street / Chapter 21. --- Stage05 - Ramping Street with Program Accommodations / [Final Design] / [References]

published_or_final_version / Architecture / Master / Master of Architecture

published_or_final_version / Architecture / Master / Master of Architecture