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/).

Thesis (M.S.)--University of Missouri-Columbia, 2004. / Typescript. Includes bibliographical references (leaves 103-106). Also available on the Internet.

Thesis (M.S.)--Montana State University--Bozeman, 2006. / Typescript. Chairperson, Graduate Committee: Ahmed Al-Kaisy. Includes bibliographical references (leaves 116-118).

Minimax robust designs are studied for regression models with possible misspecified response functions. These designs, minimizing the maximum of the mean squared error matrix, can control the bias caused by model misspecification and the desired efficiency through one parameter. Using nonsmooth optimization technique, we derive the minimax designs analytically for misspecified regression models. This extends the results in Heo, Schmuland and Wiens (2001). Several examples are discussed for approximately polynomial regression. / Graduate

Automated vehicles (AVs) are becoming more common each day as car manufacturers have started to include advanced driving assistant systems (ADAS) in trendline models. The most basic level of vehicle automation includes Adaptive Cruise Control (ACC) can disrupt and change traffic flow. The current study proposes the development of controlled experiments to obtain traffic flow properties for vehicles equipped with ACC in different scenarios. As part of this dissertation, the effects of ACC on capacity are quantified at steady state conditions, meaning cruising speeds or free flow, and at bottlenecks, where speed fluctuations occur. The effects of ACC on traffic flow properties are also assessed by the construction and study of the Fundamental Diagram. Lastly, the vehicles are submitted to less predictable deceleration scenarios that involve a leading vehicle driven in ACC mode and a leading vehicle driven manually. The reaction of ACC for these cases is documented. / Includes bibliography. / Thesis (M.S.)--Florida Atlantic University, 2021. / FAU Electronic Theses and Dissertations Collection

The high percentage of trucks combined with the mountainous terrain along the I-81 corridor in the state of Virginia has resulted in significant capacity reduction and delay increases. Different alternatives are being considered in order to alleviate the capacity impacts of trucks along I-81. These alternatives may include adding lanes along grade sections, reducing grade through a re-alignment of the interstate, considering alternate modes for transporting goods, or even reducing the number of trucks on the interstate during peak periods. The evaluation of these alternative measures requires a sophisticated evaluation tool that not only captures the dynamics of trucks as they travel along grades, but also accurately captures the formation of shockwaves behind these trucks. This project demonstrates the effectiveness of the INTEGRATION model as such an evaluation tool through the modeling of a 30-mile segment of I-81 between Roanoke and Christiansburg. Initial simulation results indicate that trucks experience delays that exceed light vehicle delays by as much as 18%. The results obtained showed that the 100 lb/hp truck was the most economical. The 100 lb/hp truck gave the best average travel time followed by the 200 lb/hp, combined, and 300 lb/hp trucks, which were represented by an increase that ranged from 16% to 63% for the AM peak traffic, and 26% to 120% for the PM peak. There were a total of 8085 vehicles discharged during the AM peak as opposed to the 10060 vehicles that were discharged during the PM peak, a 24% increase over the AM peak. / Master of Science

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.

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The basic objective of this study was to identify relevant variables that are significant to the pedestrian effect on vehicle flow at at-grade intersections. The data on these variables were collected and analyzed to determine if a statistical relationship existed between these selected variables and the vehicle seconds of delay being caused by pedestrian-vehicle function as a result of both vehicular and pedestrian movements at the study intersections. The multiple regression analysis of the data for this study produced three regression models which should give accurate estimates of the vehicle seconds of delay. The first model included the data for all six study intersections, three with all one-way streets intersecting and three with one one-way streets and one two-way street connecting. The second model was applied to three intersections with one-way streets intersecting. The third model was derived from the data on three intersections with two one-way street legs and two two-way street legs. These models all have high multiple correlation coefficients, 0.93 or above, and passed F tests at 0.10 level of significance. Therefore, a definite statistical relationship was found to explain the pedestrian effects on vehicle delay at typical urban intersections. It is hoped that this study will stimulate further research and development in the field of pedestrian effect on vehicle flow at at-grade intersections. / Master of Science