A meta desta pesquisa foi caracterizar as relações fundamentais do fluxo de tráfego em rodovias de pista simples paulistas através de modelos baseados em parâmetros que reflitam a qualidade de serviço e possam ser observados diretamente em campo. Para que esta meta fosse atingida, primeiramente foram obtidos dados através de observações em campo e de sensores instalados em rodovias. Os dados coletados nas observações diretas foram usados para calibrar e validar um modelo de simulação através de um processo automático, baseado num algoritmo genético. Constatou-se que a versão recalibrada do simulador é capaz de reproduzir tanto informações de detectores como as correntes de tráfego observadas nos onze trechos onde foram coletados dados. Propôs-se um método para produção de dados de tráfego sintéticos, que utiliza um simulador microscópico e um algoritmo genético. Os dados sintéticos obtidos pelo método proposto foram usados para obter os modelos que descrevem as relações entre o fluxo de tráfego e a velocidade e a porcentagem de tempo viajando em pelotões (PTSF) para rodovias de pista simples no estado de São Paulo. Esses modelos poderiam substituir os utilizados pelo HCM-2000 em análises da qualidade de serviço em rodovias paulistas. Também foram propostos novos modelos para relações fundamentais que se adequaram melhor às condições paulistas: um modelo côncavo para a curva fluxovelocidade e um novo modelo exponencial para a relação entre o fluxo e a PTSF. Cinco medidas de desempenho capazes de substituir PTSF foram estudadas, tendo sido relacionadas com a taxa de fluxo bidirecional e unidirecional. As medidas de desempenho propostas foram avaliadas pela capacidade de refletir o nível de serviço observado em campo. Destas, uma nova definição da PTSF, calculada em função do número médio de headways dentro e fora de pelotões, apresentou a melhor porcentagem de acertos (90%), usando-se o mesmo critério adotado pelo HCM-2000. Em razão disso, e da possibilidade de observação direta da PTSF, recomenda-se sua adoção para avaliar a qualidade de serviço em rodovias de pista simples. / The goal of this research was to characterize the fundamental relationships of traffic flow on two-lane rural highways in the state of São Paulo through models based on parameters that reflect the quality of service and that could be obtained from direct observations of traffic flows. To reach this goal, sets of data were obtained from observation of traffic flows and from detectors installed on roads. The data collected from direct observation was used to calibrate and validate a microscopic traffic simulation model, as well as for the calculation of performance measures used in some of the analyses. The microsimulation model was calibrated using an automatic procedure that is based on a genetic algorithm. The recalibrated model was found to be able to reproduce traffic sensor data as well as traffic flow characteristics observed in the 11 road segments observed for this research. A procedure for synthetic data generation, which uses a microsimulation model and a genetic algorithm, was proposed. Synthetic data obtained through this procedure were used to develop the models that describe the relationships between flow rate, traffic stream speed and percent time spent following (PTSF) for two-lane roads in the state of São Paulo. These models could replace those used in the HCM-2000 for quality of service analysis of two-lane roads in São Paulo. New fundamental relationships, which better reflect the operational conditions on local two-lane roads were also studied: a concave speed-flow relationship and an exponential PTSF-flow model. Five alternatives to PTSF were studied and correlated to one-way and two-way flows. Among these, a novel definition of PTSF, based on the ratio of average number of headways within platoons and average number of headways between platoons, was found to be the most accurate (90% of the cases), adopting the HCM-2000 criteria. Thus, this new measure could be used to evaluate the quality of service on two-lane rural highways.

Lau Tin Hang, Peter. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2002-2003, design report." / Chapter I. --- Introduction --- p.p.1 / Chapter II. --- Research - Flyover and Urbanism --- p.p.2 / Chapter i. --- Typology Definition --- p.p.3 / Chapter ´Ø --- Type 1 - Living with Flyover --- p.p.4-5 / Chapter ´Ø --- Type 2 - Flyover and Open Space --- p.p.6-7 / Chapter ´Ø --- Type 3 - Flyover as Transition --- p.p.8-9 / Chapter ´Ø --- Type 4 - Flyover as Generator --- p.p.10-11 / Chapter ´Ø --- Type 5 - Flyover and Water --- p.p.12-13 / Chapter ´Ø --- Type 6 - Flyover as Place --- p.p.14-15 / Chapter ii. --- Research Main Body --- p.p.16 / Introduction --- p.P.17 / Pedestrians' Perspective --- p.p.18 / Chapter ´Ø --- Overview --- p.p.19-22 / Chapter ´Ø --- Open Spaces under Flyovers --- p.p.23-26 / Chapter ´Ø --- Structures under Flyovers --- p.p.27-30 / Residents' Perspective --- p.p.31 / Chapter ´Ø --- Impact of flyovers to residents --- p.p.32-33 / Chapter ´Ø --- Building type within city grid --- p.p.34 / Chapter ´Ø --- New housing design in response to Flyovers --- p.p.35 / Drivers' Perspective --- p.p.36 / Chapter ´Ø --- View on Flyovers --- p.p.37-46 / Chapter ´Ø --- Spatial Experience --- p.p.47-48 / Chapter ´Ø --- Visual Experience --- p.p.49-50 / Chapter iii. --- Precedent Study --- p.p.51-58 / Chapter III. --- Design - Colonizing Highways --- p.p.59 / Chapter i. --- Design Statement --- p.p.60 / Chapter ii. --- Issues of Roundabouts in Hong Kong --- p.p.61-62 / Chapter iii. --- Site Analysis --- p.p.63-67 / Chapter iv. --- Design / Chapter ´Ø --- A New Order - Massing Study --- p.p.68-70 / Chapter ´Ø --- Sectional Organization --- p.p.71-73 / Chapter ´Ø --- Planning Organization --- p.p.74-75 / Chapter ´Ø --- Residential Units --- p.p.76-77 / Chapter ´Ø --- Facade Design --- p.p.78 / Chapter ´Ø --- Ground Plane Design --- p.p.79-81 / Chapter v. --- Appendix / Chapter ´Ø --- Section A-A' --- p.p.82 / Chapter ´Ø --- Section B-B' --- p.p.83 / Chapter ´Ø --- Section C-C' --- p.p.84 / Chapter ´Ø --- Elevation --- p.p.85-87 / Chapter ´Ø --- Balcony detail --- p.p.88 / Chapter ´Ø --- Kitchen wall and floor detail --- p.p.89

Wong Yeuk Hay. / "Architecture Department, Chinese University of Hong Kong, Master of Architecture Programme 2002-2003, design report." / Chapter I. --- Introduction --- p.p.1 / Chapter II. --- Research - Flyover and Urbanism --- p.p.2 / Chapter i. --- Typology Definition --- p.p.3 / Chapter ´Ø --- Type 1 - Living with Flyover --- p.p.4-5 / Chapter ´Ø --- Type 2 - Flyover and Open Space --- p.p.6-7 / Chapter ´Ø --- Type 3 - Flyover as Transition --- p.p.8-9 / Chapter ´Ø --- Type 4 - Flyover as Generator --- p.p.10-11 / Chapter ´Ø --- Type 5 - Flyover and Water --- p.p.12-13 / Chapter ´Ø --- Type 6 - Flyover as Place --- p.p.14-15 / Chapter ii. --- Research Main Body --- p.p.16 / Introduction --- p.p.17 / Pedestrians' Perspective --- p.p.18 / Chapter ´Ø --- Overview --- p.p.19-22 / Chapter ´Ø --- Open Spaces under Flyovers --- p.p.23-26 / Chapter ´Ø --- Structures under Flyovers --- p.p.27-30 / Residents' Perspective --- p.p.31 / Chapter ´Ø --- Impact of flyovers to residents --- p.p.32-33 / Chapter ´Ø --- Building type within city grid --- p.p.34 / Chapter ´Ø --- New housing design in response to Flyovers --- p.p.35 / Drivers' Perspective --- p.p.36 / Chapter ´Ø --- View on Flyovers --- p.p.37-46 / Chapter ´Ø --- Spatial Experience --- p.p.47-48 / Chapter ´Ø --- Visual Experience --- p.p.49-50 / Chapter iii. --- Precedent Study --- p.p.51-58 / Chapter III. --- Design - Reweaving the New & Old Urban Fabrics --- p.p.59 / Chapter i. --- Introduction --- p.p.60 / Chapter ii. --- Site Analysis --- p.p.61-65 / Chapter iii. --- Urban Design Strategies --- p.p.66-67 / Chapter iv. --- Final Design - Civic Bridge / Chapter ´Ø --- Conceptual diagrams --- p.p.68-69 / Chapter ´Ø --- Plans --- p.p.70-72 / Chapter ´Ø --- Elevations and Sections --- p.p.73-75 / Chapter ´Ø --- Perspective --- p.p.76-77 / Chapter ´Ø --- Photos --- p.p.78-79

Drivers for sustainability have made it necessary for the construction industry to adapt its traditional processes to become both more efficient and produce less waste. Performance based design and specification in the UK for motorways and trunk roads permits a very flexible approach to pavement design, material selection and performance related testing aimed at utilising materials to their maximum potential. However, it is clear that within the emerging philosophy of using materials that are 'fit for purpose' there are many technical challenges for design and specification. There is a need to develop suitable methods of evaluating materials prior to their being used on site. This project was born out of this requirement, with a particular emphasis on coarse granular materials due to their common role in capping construction and also their unique difficulty for measurement under laboratory conditions due to their large range of particle size. A novel assessment test for coarse capping materials for roads that can be used to indicate their likely short-term in situ performance, under controlled laboratory conditions before construction on site, has been developed during this research programme. Key findings relating to the behaviour of coarse capping materials, the use of stiffness measuring devices and variables that influence the measurement of composite stiffness are discussed in detail. The research highlights the necessity for adequate drainage and protection of foundation materials against increase in water content. When adopting a performance specification the timing of the pavement assessment is critical, both on site and in the laboratory. The performance measured on site should perhaps only be considered as a 'snapshot' relating to the stress state in the material at the time of testing.

Le fond de notre travail de recherche croise les apports conceptuels de l’approche milieux innovateurs et les réalités des espaces ruraux fragiles, en particulier ceux de montagne. Nous avons fait le choix d’aborder la thématique de l’innovation dans des milieux à priori peu communs à ce type de démarche. Cependant, nous avons montré qu’il est tout à fait possible et même nécessaire de s’intéresser à la capacité des milieux ruraux fragiles à sécréter des processus innovateurs, seul moyen d’adaptation à la mondialisation.Notre première hypothèse a porté sur les dynamiques de construction territoriale en cours. Une hypothèse confirmée par l’émergence de nouveaux territoires en France, à travers la mise en place des Massifs, en Italie, via les communautés de montagne et en Europe enfin, avec les conventions alpine, carpatique et balkanique. Le phénomène étant identifié, la recherche a porté plus précisément sur les mécanismes à l’origine de cette construction. Nos enquêtes auprès des acteurs clefs ont mis en évidence deux principaux facteurs : une forte coordination des acteurs et une mobilisation autour de la valorisation des ressources spécifiques des montagnes. C’est en définitive la présence de ce que nous appelons un effet milieu innovateur qui est à l’origine de ce processus d’émergence des montagnes en Europe. En nous situant dans l’approche milieux innovateurs, nous avons cherché à évaluer la fragilité/dynamique spatiale en fonction des capacités des acteurs à agir, du degré de valorisation des ressources et des handicaps physiques. Pour cela, quinze indicateurs ont été calculés pour tenir compte des différents axes. Nos résultats sont concluants avec des axes factoriels qui correspondent à nos trois thématiques, une répartition des communautés de communes le long de l’A75 et des dèmes le long de la Via Egnatia, correspondant à nos attentes, à savoir, très complexe et diverse. De nombreuses municipalités de montagne affichent ainsi un dynamisme remarquable contrairement à ce que l’on pouvait attendre.Le contexte de la recherche, deux espaces fragiles de montagne relativement isolés, le Massif central en France, l’Epire et la Macédoine occidentale en Grèce, ainsi que les multiples entretiens réalisés avec les élus, nous ont orienté à mettre au centre de notre problématique milieux fragiles/milieux innovateurs, l’accessibilité. Une revue de la littérature sur la relation autoroute et territoire permet de se rendre compte de la quasi absence des acteurs et du milieu des méthodes d’évaluation. La remise en cause des méthodes classiques nous a permis de proposer une approche mobilisant la notion de milieu innovateur au cœur même de la relation autoroute/développement. Les résultats d’enquêtes montrent des perceptions favorables mais très contrastées en fonction des territoires, une faible appropriation des deux axes autoroutiers et trois logiques de mise en ressources de l’A75 et de la Via Egnatia : une logique de milieux locaux dynamiques et innovateurs, une logique de réseaux innovateurs et une logique de politiques d’accompagnement. Les similitudes dans les modes d’actions entre le cas de l’A75 et de la Via Egnatia cachent en réalité des différences profondes qui expliquent la dynamique plus forte engagée dans le Massif central comparativement au nord de l’Hellade. Les initiatives de valorisation s’avèrent en effet plus importantes le long des territoires de l’A75. Cela est lié d’abord à l’implication plus forte de l’État mais aussi à une meilleure structuration des acteurs régionaux et locaux. / The background of our research crosses conceptual contributions of the innovative milieus approach and the realities of fragile rural areas, especially the mountains. We have chosen to address the theme of innovation in milieus a priori unhabituel for this type of approach. However, we have shown that it is quite possible and even necessary to examine the ability of vulnerable rural areas to secrete innovative processes, the only way to adapt to globalization.Our first hypothesis focused on the dynamics of territorial construction in progress. A hypothesis supported by the emergence of new territories in France, through the implementation of Massifs, in Italy, via mountain communities and finally in Europe, with the Alpine, Carpathian and Balkan conventions. The phenomenon is identified, research has focused specifically on the mechanisms behind this construction. Our surveys of key actors have highlighted two main factors: a strong coordination and mobilization of actors around the valuation of specific resources of the mountains. Ultimately, it is the presence of what we call an innovative milieus effect which is at the origin of the process of emergence of mountains in Europe. Placing ourselves in the innovative milieus approach, we sought to assess the spatial fragility / dynamics depending on the capacity of actors to act, the degree of resource development and physical disabilities. To do this, fifteen indicators were calculated to reflect the different axes. Our results are conclusive with factorial axes that correspond to our three themes, a distribution of municipalities along the A75 and the demes along the Via Egnatia, which corresponds to our expectations, ie, very complex and diverse. Many mountain municipalities show a remarkable dynamism contrary to what one might expect.The context of the research, two fragile mountain areas relatively isolated, the Massif Central in France, Epirus and Western Macedonia in Greece, as well as multiple interviews with officials elected, driven us to put accessibility in the center of our problematic of fragile milieus / innovative milieus. A review of the literature on the relationship highway and territories let us to realize the absence of the study on the rôle of actors and milieus in the assessment methods. Questioning conventional methods allowed us to propose an approach leveraging the concept of the innovative milieu in the heart of the relationship highway / development. The survey results show very favorable but contrasting perceptions depends on territories, low ownership of both highways and three logic of implémentation of the A75 and the Via Egnatia: a logic of dynamic and innovative local milieus, a logic innovative networks and a logic of accompanying policies. Similarities in the modes of action between the case of the A75 and the Via Egnatia in reality hide profound differences that explain the highest dynamics involved in the Massif Central compared to the north of Hellas. The initiatives are proving indeed larger along the territories crossed by the A75. This is related first to the greater involvement of the state but also to a better structuring of regional and local actors.

"CP830 Research Project and Thesis 2". Includes bibliographical references (p. 80-93) Electronic reproduction.[S.l. :s.n.],2003.Electronic data.Mode of access: World Wide Web.System requirements: Adobe Acrobat reader software for PDF files.Access restricted to institutions with a subscription.

The major purpose of this thesis is to offer a detailed look at the development of two models used to assist in the detailed study of Australian two lane two way highways with particular reference to heavy vehicles. The first model governs the acceleration behaviour of vehicles on upgrades and downgrades. The second model controls overtaking manoeuvres on two lane two way highways where movement into the lane of oncoming traffic is required. Both models are implemented through a suite of transport simulation modelling software called Paramics.

Originally presented as the author's Thesis (doctoral)--Technische Universität München. / "FGV-TUM." Includes bibliographical references (p. 147-156).

Title from PDF of title page (University of Missouri--Columbia, viewed on Feb 17, 2010). The entire thesis text is included in the research.pdf file; the official abstract appears in the short.pdf file; a non-technical public abstract appears in the public.pdf file. Thesis advisor: Dr. Susan Flader and Dr. Jeffrey L. Pasley. Includes bibliographical references.

The majority of the road infrastructure in developing countries consists oftwo-lane highways with one lane in each travel direction. Operational efficiency of these highways is derived fromintermittent passing zones where fast vehicles are permitted by design to pass slow vehicles using the opposite traffic lane. Passing zonescontributeto reduction oftravel delay and queuing of fast vehiclesbehind slow vehicles. Thishoweverincreases crash risks between passing and opposite vehiclesespecially at high traffic volumesdue to reduction of passing opportunities.Reduction of passing-related crash risks is therefore a primary concern ofpolicy makers, planners, and highway design engineers. Despite the wide application of passing zones on two-lane highways, there is limited knowledge on the underlying causal mechanisms that exacerbate crash risks, and the essential tools to assess safety of the passing zones. This thesis presentsa methodology to appraisesafety of two-lane rural highways based on observed operation of passing zones.Theproposed methodology takes into accountthe impact of traffic and geometric factors onthe rate passing maneuvers end insidepassing zonesand in the no-passing zones, adequacy ofthe designpassing sight distance,and time-to-collision at the end of passing maneuvers.Thethesis is comprised offive papers addressing capacity and safety aspectsof passing zoneson two-lane rural highways. Paper Ipresents a review of the literature on capacity and safety of passing zones. Paper IIdiscusses adequacy of the design passing sight distance based on the sight distance required to complete a passing maneuverusing observed data. Paper IIIdiscusses formulation, estimation, and application of a model to predict the passing rate using geometric and traffic factors, and applications. Paper IVdiscusses risk appraisal of the passing process based on the probability to complete passing maneuvers with time-to-collision less than 3.0 seconds taking into account the accepted gap in the opposite direction and the passing duration. Paper Vdiscusses formulation and estimation of models to predict the probability and the rate at which passing maneuvers end in a no-passing zone, and applications. Resultsshow that passing zones of lengths between 1.30and 2.50km aregood for both operational efficiency and safety.Passing zones of lengths between 0.50and 1.30km exhibitincreasing crash risks resulting from delayed passing maneuvers thatend in the no-passing zone where the sight distance is limited to evadepotential collisions. Safety of these passing zones could be enhanced with additional signage to indicate the farthestpoint along a passing zone that maneuvers can be initiated so as not to end in a no-passing zone. Passing zones less than 0.50km compel drivers to commence passing maneuvers close to the beginning of the passing zone,and should be avoided during design for safety reasons. The results further show that the passing rate depends on the length of the passing zone, absolute vertical grade, traffic volume in two travel directions, directional split, 85thpercentile speed of free flow vehicles,and percent of heavy vehicles in the subject direction. The peak-passing rate also known as the passing capacity occurs at 200, 220, and 240vph in the subject direction for 50/50, 55/45, and 60/40directional splits, respectively. The rate at which passing maneuvers end in a no-passing zone increaseswith traffic volume and unequal distribution of traffic in two directions, absolute vertical grade, and percent of heavy vehiclesin the subject direction. The thesis furtherdiscusses practical applications of the study findings in highway planning and design to enhancesafety and improve operational efficiency of two-lane rural highways. / <p>QC 20151106</p>