No description available.

No description available.

Real-time control delay estimation is an important performance measure for any intersection to improve the signal timing plans dynamically in real-time and hence improve the overall system performance. Control delay estimates helps to determine the level-of-service (LOS) characteristics of various approaches at an intersection and takes into account deceleration delay, stopped delay and acceleration delay. All kinds of traffic delay calculation especially control delay calculation has always been complicated and laborious as there never existed a low-cost direct method to find them in real-time from the field. A recent validated technology called Bluetooth Median Access Control (MAC) ID matching traffic data collection technology seems to hold promise for continuous and cost-effective traffic data collection. Bluetooth traffic data synchronized with vehicle trajectory plot generated from GPS probe vehicle runs has been used to develop control delay models which has a potential to predict the control delays in real-time based on Bluetooth detection error parameters in field. Incorporating control delay estimates in real-time traffic control management would result in significant improvement in overall system performance. / Master of Science

This study explores the potential of vehicle trajectory data obtained from Wide Area Motion Imagery for modeling and analyzing traffic characteristics. The data in question is collected by PV Labs and also known as persistent wide-area video. This video, in combination with PVLab's integrated Tactical Content Management System's spatiotemporal capability, automatically identifies and captures every vehicle in the video view frame, storing each vehicle with a discrete ID, track ID, and time-stamped location. This unique data capture provides comprehensive vehicle trajectory information. This thesis explores the use of data collected by the PVLab's system for an approximate area of 4 square kilometers area in the CBD area of Hamilton, Canada for use in understanding traffic characteristics. The data was collected for two three-hour continuous periods, one in the morning and one in the evening of the same day. Like any other computer vision algorithm, this data suffers from false detection, no detection, and other inaccuracies caused by faulty image registration. Data filtering requirements to remove noisy trajectories and reduce error is developed and presented. A methodology for extracting microscopic traffic data (gap, relative velocity, acceleration, speed) from the vehicle trajectories is presented in details. This study includes the development of a data model for storing this type of large-scale spatiotemporal data. The proposed data model is a combination of two efficient trajectory data storing techniques, the 3-D schema and the network schema and was developed to store trajectory information along with associated microscopic traffic information. The data model is designed to run fast queries on trajectory information. A 15-minute sample of tracks was validated using manual extraction from imagery frames from the video. Microscopic traffic data is extracted from this trajectory data using customized GIS analysis. Resulting tracks were map-matched to roads and individual lanes to support macro and microscopic traffic characteristic extraction. The final processed dataset includes vehicles and their trajectories for an area of approximately 4-square miles that includes a dense and complex urban network of roads over two continuous three-hour periods. Two subsets of the data were extracted, cleaned, and processed for use in calibrating car-following sub-models used in microscopic simulations. The car-following model is one of the cornerstones of any simulation based traffic analysis. Calibrating and validating these models is essential for enhancing the ability of the model's capability of representing local traffic. Calibration efforts have previously been limited by the availability and accuracy of microscopic traffic data. Even datasets like the NGSIM data are restricted in either time or space. Trajectory data of all vehicles over a wide area during an extended period of time can provide new insight into microscopic models. Persistent wide-area imagery provides a source for this data. This study explores data smoothing required to handle measurement error and to prepare model input for calibration. Three car-following models : the GHR model, the linear Helly model, and the Intelligent Driver model are calibrated using this new data source. Two approaches were taken for calibrating model parameters. First, a least square method is used to estimate the best fit value for the model parameter that minimizes the global error between the observed and predicted values. The calibration results outline the limitation of both the WAMI data source and the models themselves. Existing model structures impose limitations on the parameter values. Models become unstable beyond these parameter values and these values may not be near global optima. Most of the car-following models were developed based upon some kinematic relation between driver reaction and expected stimuli of that response. For this reason, models in their current form are ill-suited for calibration with noisy microscopic data. On the other hand, the limitation of the WAMI data is the inability of obtaining an estimate of the measurement errors. With unknown measurement errors, any model development or calibration becomes questionable irrespective of the data smoothing or filtering technique undertaken. These findings indicate requirements for development of a new generation of car-following model that can accommodate noisy trajectory data for calibration of its parameters. / MS / The decision making process undertaken by transportation agencies for planning, evaluating, and operating transportation facilities relies on analyzing traffic and driver behavior in both aggregated and disaggregated manner. Different computational tools relying on representative models of aggregate traffic flow measures and/or driver behavior are used in the decision support system tools. Field data is used not only as an input for the computational tools but also to develop, calibrate, and validate the models representing a particular aspect of traffic and driver behavior. Different approaches have been undertaken to collect the data required for analyzing traffic and driver behavior. One of the applied approach is to collect trajectory (i.e. position, speed, acceleration) information of vehicles in the analysis zone. However, this data collection approach is often limited to relatively small stretch of a roadway for short duration due to high cost of collection and limitation of technology. As a result, the models developed and calibrated using these data often lack generalization power for different situation. This study explores the potential of a new data source to address the aforementioned limitations. The data used in this study collects the trajectory information for the whole population of vehicles in the study area by collecting wide-area (WAMI) video data. The data is collected by Canada based imaging solution company PV Labs. The collection area is relatively large to cover wide range of roadway types and traffic operation system. A framework has been developed to extract traffic flow measures from the trajectory data. The extracted traffic flow measures are then applied to calibrate the car-following model. The car-following model attempts to mimic the longitudinal movement of real-world drivers following another vehicle in front of them. The calibration results outline the limitations of the WAMI data. Although, this dataset is capable of capturing traffic measures for different driving condition, the lack of information about measurement error imposes limits on the direct application of the data for model calibration. Findings of this study can be applied for refinement of the video data capture technology and subsequent application in modelling traffic characteristics as well as development of new and calibration of existing driver behavior model.

Untersuchungsgegenstand der vorliegenden Arbeit ist die Schnittstelle zwischen Verkehrsprozess und Informationsprozess in Systemen für die fahrzeuggenerierte Verkehrsdatengewinnung. Dabei konzentrieren sich die Untersuchungen auf die originäre Größe Geschwindigkeit. Das wesentliche Ziel der theoretischen und praktischen Untersuchungen bildet die qualifizierte Bestimmung makroskopischer Kenngrößen des Verkehrsflusses aus mikroskopischen Einzelfahrzeugdaten. Einen Schwerpunkt der Arbeit bildet die Analyse von mikroskopischen Einzelfahrzeugdaten mit Hilfe von informationsentropischen und spektralen Betrachtungen. Diese Untersuchungen erfolgen mit dem Ziel, eine optimale Nutzung der limitierten Übertragungs- und Verarbeitungskapazität in realen FCD-Systemen zu ermöglichen, theoretische Grenzerte abzuleiten und in der Praxis verwendete Parameter von FCD-Systemen theoretisch zu begründen. Ausgehend von empirischen und theoretischen Untersuchungen wird die Entropie der Informationsquelle "Geschwindigkeitsganglinie" bestimmt. Es wird gezeigt, dass Geschwindigkeitsganglinien als Markov-Quellen modelliert werden können. Aus der Entropiedynamik von Geschwindigeitsganglinien wird eine optimale Größe für den Erfassungstakt abgeleitet. Eine Analyse der spektralen Eigenschaften von Geschwindigkeitsverläufen zeigt, dass zwischen den Spektren von Geschwindigkeitsganglinien und dem Verkehrszustand Zusammenhänge bestehen. Geschwindigkeitsganglinien besitzen Tiefpasscharakter. Für die Berechnung der Tiefpassgrenzfrequenzen von empirischen Geschwindigkeitsganglinien wird ein Leistungskriterium eingeführt. Ausgehend von den derart bestimmten empirischen Tiefpassgrenzfrequenzen kann ein optimaler Erfassungstakt ermittelt werden, dessen Größe näherungsweise mit dem aus der Entropiedynamik abgeleiteten Erfassungstakt übereinstimmt. Ein einfacher Indikator für die Dynamik von Geschwindigkeitsverläufen ist der Variationskoeffizient der Einzelfahrzeuggeschwindigkeit. Es wird gezeigt, dass die Gewinnung und Übertragung von Variationskoeffizienten der Einzelfahrzeuggeschwindigkeiten in FCD-Systemen sinnvoll ist. In der Arbeit erfolgt eine theoretische Begründung des erforderlichen Ausrüstungsgrades in FCD-Systemen. Die Beurteilung der Leistungsfähigkeit von FCD-Systemen erfolgt dabei auf der Grundlage einer Konfidenzschätzung für die Zufallsgröße Reisegeschwindigkeit. Das verwendete Verfahren ist geeignet, die Leistungsfähigkeit von FCD-Systemen in unterschiedlichen Szenarien (Stadt-, Landstraßen-, Autobahnverkehr) zu vergleichen. Es wird gezeigt, dass FC-Daten in bestimmten Szenarien (insbesondere Stadtverkehr) zwingend einer Fusion mit anderen Verkehrsdaten bedürfen. Für die statistische Dimensionierung und Auswertung eines FCD-Systems ist der Variationskoeffizient der mittleren Reisegeschwindigkeiten der Fahrzeuge eines Fahrzeugkollektivs (kollektiver Variationskoeffizient) ein wesentlicher Parameter. Es wird gezeigt, dass der kollektive Variationskoeffizient in der Regel nicht nur vom Verkehrszustand, sondern auch von der räumlichen und zeitlichen Strukturierung des Beobachtungsgebietes abhängig ist. Für die näherungsweise Bestimmung des kollektiven Variationskoeffizienten werden Modelle abgeleitet und verifiziert.

Untersuchungsgegenstand der vorliegenden Arbeit ist die Schnittstelle zwischen Verkehrsprozess und Informationsprozess in Systemen für die fahrzeuggenerierte Verkehrsdatengewinnung. Dabei konzentrieren sich die Untersuchungen auf die originäre Größe Geschwindigkeit. Das wesentliche Ziel der theoretischen und praktischen Untersuchungen bildet die qualifizierte Bestimmung makroskopischer Kenngrößen des Verkehrsflusses aus mikroskopischen Einzelfahrzeugdaten. Einen Schwerpunkt der Arbeit bildet die Analyse von mikroskopischen Einzelfahrzeugdaten mit Hilfe von informationsentropischen und spektralen Betrachtungen. Diese Untersuchungen erfolgen mit dem Ziel, eine optimale Nutzung der limitierten Übertragungs- und Verarbeitungskapazität in realen FCD-Systemen zu ermöglichen, theoretische Grenzerte abzuleiten und in der Praxis verwendete Parameter von FCD-Systemen theoretisch zu begründen. Ausgehend von empirischen und theoretischen Untersuchungen wird die Entropie der Informationsquelle "Geschwindigkeitsganglinie" bestimmt. Es wird gezeigt, dass Geschwindigkeitsganglinien als Markov-Quellen modelliert werden können. Aus der Entropiedynamik von Geschwindigeitsganglinien wird eine optimale Größe für den Erfassungstakt abgeleitet. Eine Analyse der spektralen Eigenschaften von Geschwindigkeitsverläufen zeigt, dass zwischen den Spektren von Geschwindigkeitsganglinien und dem Verkehrszustand Zusammenhänge bestehen. Geschwindigkeitsganglinien besitzen Tiefpasscharakter. Für die Berechnung der Tiefpassgrenzfrequenzen von empirischen Geschwindigkeitsganglinien wird ein Leistungskriterium eingeführt. Ausgehend von den derart bestimmten empirischen Tiefpassgrenzfrequenzen kann ein optimaler Erfassungstakt ermittelt werden, dessen Größe näherungsweise mit dem aus der Entropiedynamik abgeleiteten Erfassungstakt übereinstimmt. Ein einfacher Indikator für die Dynamik von Geschwindigkeitsverläufen ist der Variationskoeffizient der Einzelfahrzeuggeschwindigkeit. Es wird gezeigt, dass die Gewinnung und Übertragung von Variationskoeffizienten der Einzelfahrzeuggeschwindigkeiten in FCD-Systemen sinnvoll ist. In der Arbeit erfolgt eine theoretische Begründung des erforderlichen Ausrüstungsgrades in FCD-Systemen. Die Beurteilung der Leistungsfähigkeit von FCD-Systemen erfolgt dabei auf der Grundlage einer Konfidenzschätzung für die Zufallsgröße Reisegeschwindigkeit. Das verwendete Verfahren ist geeignet, die Leistungsfähigkeit von FCD-Systemen in unterschiedlichen Szenarien (Stadt-, Landstraßen-, Autobahnverkehr) zu vergleichen. Es wird gezeigt, dass FC-Daten in bestimmten Szenarien (insbesondere Stadtverkehr) zwingend einer Fusion mit anderen Verkehrsdaten bedürfen. Für die statistische Dimensionierung und Auswertung eines FCD-Systems ist der Variationskoeffizient der mittleren Reisegeschwindigkeiten der Fahrzeuge eines Fahrzeugkollektivs (kollektiver Variationskoeffizient) ein wesentlicher Parameter. Es wird gezeigt, dass der kollektive Variationskoeffizient in der Regel nicht nur vom Verkehrszustand, sondern auch von der räumlichen und zeitlichen Strukturierung des Beobachtungsgebietes abhängig ist. Für die näherungsweise Bestimmung des kollektiven Variationskoeffizienten werden Modelle abgeleitet und verifiziert.

Este trabalho visa avaliar o impacto de veículos pesados na qualidade de serviço de rodovias de pista dupla através de equivalentes veiculares. Para isso, foram feitas estimativas dos fatores de equivalência veicular em rodovias paulistas de pista dupla, com três ou mais faixas de tráfego em cada sentido. Essas estimativas foram obtidas a partir de dados empíricos coletados separadamente para cada faixa de tráfego, em intervalos de curta duração (5 ou 6 minutos). Foram utilizadas 53.655 observações, coletadas em oito estações de monitoramento, nos anos 2010 e 2011. O fator de equivalência foi calculado para cada intervalo através de uma equação obtida a partir do método de Huber, admitindo-se que a qualidade de serviço é a mesma para todas as faixas de tráfego naquele intervalo. Foi considerado como fluxo básico o da faixa da esquerda, nos intervalos em que são detectados apenas automóveis, e fluxo misto o da faixa da direita, em que passam automóveis e caminhões. Os resultados sugerem que: (1) em uma parte signicativa do tempo (52%), a qualidade de serviço não é a mesma em todas as faixas da rodovia; (2) o impacto marginal dos caminhões decresce à medida que a porcentagem de caminhões na corrente aumenta; e (3) as diferenças que existem no fator de equivalência em função do nível de serviço são menos evidentes em rampas mais íngremes, onde o efeito das limitações de desempenho dos caminhões é mais notado. A comparação deste estudo com outras duas pesquisas, em que foram utilizados dados gerados em simuladores de tráfego para estimar os fatores de equivalência, mostrou que as estimativas dos equivalentes veiculares obtidos usando dados empíricos são consistentemente maiores que as obtidas através de simulação. / The objective of this study is to evaluate the impact of heavy vehicles on the quality of service on Brazilian expressways (freeways and divided multilane highways), using passenger-car equivalents (PCEs) for heavy vehicles (trucks and buses). PCE estimates for expressways with three or more traffic lanes in each direction were obtained using traffic data collected over short time intervals (5 or 6 minutes) on expressways in the state of São Paulo. A total of 53,655 speed-flow observations, made at eight permanent trac sensor installations during 2010 and 2011, were used in this study. A PCE estimate was calculated for each time interval, using an equation derived from Huber\'s method, based on the assumption that the quality of service is the same across all traffic lanes during the time interval over which the traffic data is collected. Basic flow (passenger cars only) was assumed to be the observed traffic flow on the lane closest to the median, whereas mixed flow (passenger cars and heavy vehicles) was assumed to be the observed traffic flow on the lane closest to the shoulder. The results indicate that: (1) in a signicant portion of the time (52% of the observations) the quality of service is not the same across all traffic lanes; (2) the marginal impact of heavy vehicles decreases as the fraction of heavy vehicles in the traffic stream increases; and (3) the variations in PCE estimates due to the level of service are less evident on steeper grades, where the effect of heavy vehicles\' poorer performance is greater. PCE estimates obtained in this study were compared with PCEs obtained using simulation. The results indicate that PCE from empirical data are consistently higher than those estimated from simulation results.

Les données à caractère personnel ont subi de grands changements qui justifient une nouvelle étude de cette notion. Ces données particulières sont aujourd’hui au cœur de l’économie numérique et font, pour cette raison, l’objet de nombreuses revendications. Volonté d’appropriation de la part des exploitants, demande de protection de la part des personnes concernées par les données, font partie des enjeux qu’il s’agit de concilier. Une définition et une qualification adéquates des données personnelles apparaissent alors indispensables afin de trouver un équilibre entre les différents intérêts en présence. La thèse démontrera la nécessité d’adopter une nouvelle vision des données personnelles, pour refléter au mieux leurs caractéristiques actuelles et ce afin de les encadrer de manière efficace. / Personal data has undergone a major change which justifies a new study of this notion. This particular data is at the heart of the digital economy and thus stirs numerous claims. What is at stake here is to try to work out a balance between different claims such as managing operators' will of appropriation and protecting people concerned by the data, for example. This is why it is essential to find a precise definition and adequate qualifications of personal data to find a balance between the various interests. The thesis will focus on the necessity to adopt a new vision of personal data, to show its current characteristics so as to manage it efficiently.

Este trabalho visa avaliar o impacto de veículos pesados na qualidade de serviço de rodovias de pista dupla através de equivalentes veiculares. Para isso, foram feitas estimativas dos fatores de equivalência veicular em rodovias paulistas de pista dupla, com três ou mais faixas de tráfego em cada sentido. Essas estimativas foram obtidas a partir de dados empíricos coletados separadamente para cada faixa de tráfego, em intervalos de curta duração (5 ou 6 minutos). Foram utilizadas 53.655 observações, coletadas em oito estações de monitoramento, nos anos 2010 e 2011. O fator de equivalência foi calculado para cada intervalo através de uma equação obtida a partir do método de Huber, admitindo-se que a qualidade de serviço é a mesma para todas as faixas de tráfego naquele intervalo. Foi considerado como fluxo básico o da faixa da esquerda, nos intervalos em que são detectados apenas automóveis, e fluxo misto o da faixa da direita, em que passam automóveis e caminhões. Os resultados sugerem que: (1) em uma parte signicativa do tempo (52%), a qualidade de serviço não é a mesma em todas as faixas da rodovia; (2) o impacto marginal dos caminhões decresce à medida que a porcentagem de caminhões na corrente aumenta; e (3) as diferenças que existem no fator de equivalência em função do nível de serviço são menos evidentes em rampas mais íngremes, onde o efeito das limitações de desempenho dos caminhões é mais notado. A comparação deste estudo com outras duas pesquisas, em que foram utilizados dados gerados em simuladores de tráfego para estimar os fatores de equivalência, mostrou que as estimativas dos equivalentes veiculares obtidos usando dados empíricos são consistentemente maiores que as obtidas através de simulação. / The objective of this study is to evaluate the impact of heavy vehicles on the quality of service on Brazilian expressways (freeways and divided multilane highways), using passenger-car equivalents (PCEs) for heavy vehicles (trucks and buses). PCE estimates for expressways with three or more traffic lanes in each direction were obtained using traffic data collected over short time intervals (5 or 6 minutes) on expressways in the state of São Paulo. A total of 53,655 speed-flow observations, made at eight permanent trac sensor installations during 2010 and 2011, were used in this study. A PCE estimate was calculated for each time interval, using an equation derived from Huber\'s method, based on the assumption that the quality of service is the same across all traffic lanes during the time interval over which the traffic data is collected. Basic flow (passenger cars only) was assumed to be the observed traffic flow on the lane closest to the median, whereas mixed flow (passenger cars and heavy vehicles) was assumed to be the observed traffic flow on the lane closest to the shoulder. The results indicate that: (1) in a signicant portion of the time (52% of the observations) the quality of service is not the same across all traffic lanes; (2) the marginal impact of heavy vehicles decreases as the fraction of heavy vehicles in the traffic stream increases; and (3) the variations in PCE estimates due to the level of service are less evident on steeper grades, where the effect of heavy vehicles\' poorer performance is greater. PCE estimates obtained in this study were compared with PCEs obtained using simulation. The results indicate that PCE from empirical data are consistently higher than those estimated from simulation results.

Neue Methoden zur Verkehrsdatenerfassung wie die Fahrzeug-Infrastruktur-Kommunikation, der Floating Car-Ansatz und die Videodetektion eröffnen die Möglichkeit, neue Verfahren zur verkehrsabhängigen Lichtsignalanlagensteuerung zu realisieren. In dem Beitrag wird ein Verfahren beschrieben, das aus diesen Quellen Daten in Form von Fahrzeugverlustzeiten direkt zur Steuerung eines Einzelknotens verwendet. Die robuste Ausgestaltung des Verfahrens sorgt dabei dafür, dass auch mit einer lückenhaften Datenlage, wie z. B. aufgrund geringer Ausstattungsraten kommunikationsfähiger Fahrzeuge, angemessen umgegangen werden kann. Mit Hilfe einer mikroskopischen Simulationsstudie wird nachgewiesen, dass das neue Verfahren bei der Qualität des Verkehrsablaufs das gleiche Niveau wie eine traditionelle Zeitlückensteuerung erreicht oder dieses unter bestimmten Bedingungen sogar übersteigt. Mit abnehmender Ausstattungsrate ergibt sich dabei allerdings ein Qualitätsverlust, der ebenfalls mit Hilfe der mikroskopischen Simulation quantifiziert wird und wichtige Erkenntnisse für einen möglichen Praxistest liefert. / State-of-the-art traffic data sources like Car-to-Infrastructure communication, Floating Car Data and video detection offer great new prospects for vehicle-actuated traffic signal control. Due to this, the article deals with a recent approach which uses vehicles’ delay times for real-time control of traffic signals at an isolated intersection. One of the strengths of the new approach is that it can handle also incomplete data sets, e.g. caused by low penetration rates of vehicles equipped with Car-to-Infrastructure communication technology, in an appropriate manner. Based on a microscopic simulation study the high quality of this innovative approach is demonstrated, which is equal or even outperforms the well-known headway-based control. However, a decreasing penetration rate of equipped vehicles means a reduced quality of signals’ control, which is quantified in the microscopic simulation study, too, and provides useful information for tests in the field.