In this research the problem of incident congestion on surface street networks is addressed. Microscopic simulation is used to simulate incident scenarios on various corridors in the Tampa Bay area. The effect of the three factors, namely, network, speed and signal strategies on the traffic flow is studied. The network performance is based on Highway Capacity Manual specified measures of effectiveness prepared by the Transportation Research Board. Three inherently different city corridors, high, medium and low volume, are used to test the strategies developed. The strategies investigated include varying speed limits during incidents and using pre-timed and semi-actuated signals that respond to real time traffic volumes. The effectiveness measures are total delay in vehicle minutes, average speed in miles per hour and average travel time in seconds. Different facilities on a network include intersections; both signalized and unsignalized, local highways and arterials. The outputs from the simulation model is used to set up a factorial design to study the interaction between network type, signal strategy and speed strategy with the measures of effectiveness being the response variables. This type of corridor analysis is unique and provides decision support for local transportation planning departments for making corridor enhancements. In most city, state or county planning departments road planning is merely based on projected traffic demand using existing static models and does not factor necessary adjustments for incidents. Another unique aspect of this research is that variable speed limits are tested on surface streets. Such a test is not available in the literature. With dynamic message signs, next generation communication networks for traffic signal control and ITS technologies available, it is possible to implement the strategies suggested in this research.

Recent research at the University of Central Florida involving crashes on Interstate-4 in Orlando, Florida has led to the creation of new statistical models capable of determining the crash risk on the freeway (Abdel-Aty et al., 2004; 2005, Pande and Abdel-Aty, 2006). These models are able to calculate the rear-end and lane-change crash risks along the freeway in real-time through the use of static information at various locations along the freeway as well as the real-time traffic data obtained by loop detectors. Since these models use real-time traffic data, they are capable of calculating rear-end and lane-change crash risk values as the traffic flow conditions are changing on the freeway. The objective of this study is to examine the potential benefits of variable speed limit implementation techniques for reducing the crash risk along the freeway. Variable speed limits is an ITS strategy that is typically used upstream of a queue in order to reduce the effects of congestion. By lowering the speeds of the vehicles approaching a queue, more time is given for the queue to dissipate from the front before it continues to grow from the back. This study uses variable speed limit strategies in a corridor-wide attempt to reduce rear-end and lane-change crash risks where speed differences between upstream and downstream vehicles are high. The idea of homogeneous speed zones was also introduced in this study to determine the distance over which variable speed limits should be implemented from a station of interest. This is unique since it is the first time a dynamic distance has been considered for variable speed limit implementation. Several VSL strategies were found to successfully reduce the rear-end and lane-change crash risks at low-volume traffic conditions (60% and 80% loading conditions). In every case, the most successful treatments involved the lowering of upstream speed limits by 5 mph and the raising of downstream speed limits by 5 mph. In the free-flow condition (60% loading), the best treatments involved the more liberal threshold for defining homogeneous speed zones (5 mph) and the more liberal implementation distance (entire speed zone), as well as a minimum time period of 10 minutes. This treatment was actually shown to significantly reduce the network travel time by 0.8%. It was also shown that this particular implementation strategy (lowering upstream, raising downstream) is wholly resistant to the effects of crash migration in the 60% loading scenario. In the condition approaching congestion (80% loading), the best treatment again involved the more liberal threshold for homogeneous speed zones (5 mph), yet the more conservative implementation distance (half the speed zone), along with a minimum time period of 5 minutes. This particular treatment arose as the best due to its unique capability to resist the increasing effects of crash migration in the 80% loading scenario. It was shown that the treatments implementing over half the speed zone were more robust against crash migration than other treatments. The best treatment exemplified the greatest benefit in reduced sections and the greatest resistance to crash migration in other sections. In the 80% loading scenario, the best treatment increased the network travel time by less than 0.4%, which is deemed acceptable. No treatment was found to successfully reduce the rear-end and lane-change crash risks in the congested traffic condition (90% loading). This is attributed to the fact that, in the congested state, the speed of vehicles is subject to the surrounding traffic conditions and not to the posted speed limit. Therefore, changing the posted speed limit does not affect the speed of vehicles in a desirable manner. These conclusions agree with Dilmore (2005).

This thesis focuses on evaluating the appropriate speed at which vehicles should travel under different traffic conditions on freeways and its impact on crash frequency. The common belief is that the lower speed results in fewer crashes as reduced speed provides drivers with more time to react effectively and avoid collisions. However, this perspective overlooks the interplay among traffic speed, average spacing between consecutive vehicles, and the distance available for stopping a vehicle. Hence, we propose a safety parameter termed ‘Safety Correlate' (SCORE), which is defined as the proportion of average spacing relative to the stopping distance. To determine the relationship between SCORE and crash frequency, data from 366 4-lane urban freeway segments located in Virginia was analyzed and a Random-effects Poisson Lognormal model was developed. The obtained result indicated that the safety parameter SCORE is negatively associated with the annual hourly crash frequency, implying that the lesser the average spacing as a proportion of the stopping distance while traffic flow remains constant, the more frequent will be the crashes. Additionally, this research presents an application of SCORE in setting variable speed limits under various traffic flows. Overall, the study results provide valuable insights by investigating SCORE to improve traffic safety. Also, this research would help practitioners and policymakers to incorporate safety aspects while setting variable speed limits on freeways.

During the last decades the road traffic has increased tremendously leading to congestion, safety issues and increased environmental impacts. As a result, many countries are continuously trying to find improvements and new solutions to solve these issues. One way of improving the traffic conditions is by the use of so called intelligent transport systems, where information and communication technologies are being used for traffic management and control. One such system commonly used for traffic management purposes are variable speed limit systems. These systems are making use of signs to show speed limits adjusted to the prevailing road or traffic conditions. The rapid development in telecommunication technologies has enabled communication between vehicles, and between vehicles and the infrastructure, so called cooperative systems. This opens up for  the possibility to further improve the performance of a standard variable speed limit system by adding cooperative system features. The overall aim of this thesis is to investigate the potential benefits of incorporating infrastructure to vehicle communication and autonomous control to an existing variable speed limit system. We show how such a cooperative variable speed limit system can be modeled and evaluated by the use of microscopic traffic simulation. Results from the evaluation indicate increased flow harmonization in terms of narrowing of the acceleration rate distribution and reduced exhaust emissions. Further, we compare four control algorithms for deciding on speed limits in variable speed limit systems. Differences in the resulting traffic performance between the control algorithms are quantified by the use of microscopic traffic simulation. It is concluded that the dened objective for the algorithms have a decisive influence on the effects of the variable speed limit system. The results from this thesis are useful for further development of variable speed limit systems, both with respect to incorporating cooperative features and by improving the speed setting control algorithms.

Variable speed limits (VSL) are used more commonly around the globe lately. Although on a macroscopic level positive effects of VSLs have been reported, the caveat is that the impact of VSLs is very sensitive to the level of driver compliance. Thus far it is unknown whether all individual drivers are actually able to notice when a speed limit changes into another speed limit; a prerequisite for purposeful speed limit compliance in the first place. To simulate regular driving conditions, twenty-four participants were familiarised with a particular route by driving the same route in a driving simulator nineteen times on five separate days. Part of the route consisted of a motorway where VSL signs were regularly displayed above every driving lane. At drive nineteen, speed limits changed from 80 km/h to 100 km/h on four out of eight consecutive signs. After passing all signs, one expects 6.25% of the participants still to be unaware that the speed limit had increased (based on chance), while the results showed most participants had failed to notice the speed limit change (58.3%). Instead, they saw what they expected to see: a speed limit of 80 km/h. If the speed change had been vice versa, in other words from 100 km/h to 80 km/h, this would immediately result in speed offences, though not deliberately at all.

Traditional crash frequency prediction models cannot capture the temporal effects of traffic characteristics due to the high level of data aggregation. Also, this approach is less suitable to address the crash risk for active traffic management strategies that typically operate for short-time intervals. Hence, this research proposes short-term crash prediction models for traffic management strategies such as Variable Speed Limit (VSL)/Variable Advisory Speed (VAS), and Part-time Shoulder Use (PTSU). By using high-resolution traffic detectors and VSL/VAS operational data, short-term Safety Performance Functions (SPFs) are estimated at weekday hourly and peak period aggregation levels. The results indicate that the short-term SPFs could capture various crash contributing factors and safety aspects of VSL/VAS more effectively than the traditional highly aggregated Average Annual Daily Traffic (AADT)-based approach. The study also investigates the safety effectiveness of VSL/VAS for different types and severity levels of traffic crashes. The results specify that the VSL/VAS system is effective in reducing rear-end crashes in the Multivariate Poisson Lognormal (MVPLN) crash type model as well as Property Damage Only (PDO) and C (non-incapacitating) crashes in the MVPLN crash severity model. Recommendations include deploying the VSL/VAS system combined with other traffic management strategies, strong enforcement policies, and drivers' compliance to increase the effectiveness of this strategy. Further, this research estimates the Random Parameters Negative Binomial-Lindley (RPNB-L) model for PTSU sections and provides valuable insights on potential crash contributing factors related to PTSU operation, design elements, and high-risk areas. Last, the study proposes a novel integrated crash prediction approach for freeway sections with combined traffic management strategies. By incorporating historical safety conditions from SPFs, real-time crash prediction performance could be improved as a part of proactive traffic management systems. The findings could assist transportation agencies, policymakers, and practitioners in taking appropriate countermeasures for preventing and reducing crash occurrence by incorporating safety aspects while implementing traffic management strategies on freeways.

This thesis consists of five scientific articles oriented towards capacity. Managing capacity constraints with associated delays is a big issue at new design as well as at trimming existing traffic facilities. In larger Swedish cities these challenges have become more and more important as a result of growing traffic demand due to rapid population increase.Models for estimating capacity and delay are available, but not many are calibrated for Swedish conditions due to the high effort required. This thesis documents development and calibration of new models for motorway links, entry and exit lanes and weaving areas and an developed space-time model with the ability to calculate queue length, delay, etc.The first article is focused on identifying weaknesses in the former Swedish capacity method for motorways, and development of new models overcoming these shortcomings. The development includes new models for jam density at queue, capacity in weaving areas and fundamental flow-density relationships for 15 different highway types for inclusion in the new Swedish capacity manual.The second article describes the development of a Swedish motorway space-time model to estimate travel times and queues in oversaturated conditions based on the American FREEVAL model in Highway Capacity Manual 2010 (HCM 2010). Calibration and validation of the model has been performed with data from the Motorway Control System (MCS) in Stockholm. A good correspondence was obtained for most cases, but further calibration and validation efforts are required for entry and exit lanes.The third article describes further development of the intersection model in the Swedish microscopic model “Rural Traffic Simulator (RuTSim). This is a continuation of the work documented in the author’s licentiate thesis published in 2002. The development focused on simulation of intersections using a new concept on lane use not included in the old RuTSim model. The model describes Swedish rural intersections with flared approaches providing a non-discreet lane use due to vehicle types in queue. New data for calibration and validation data was also generated. The validation results showed good correspondence between simulated and empirical delay results. The new intersection model is now implemented in RuTSim, providing new tools for estimation of capacity, delay and queue length already included in Swedish guidelines and capacity manuals/software (Capcal).The fourth article describes the development of a new capacity model for roadwork zones. Focus is on the resulting capacity of one lane due to several reduction factors. These factors include impacts of closed road shoulders, reduction of number of lanes, diversion of traffic to the opposite carriageway, commuting traffic, length of work zone, lane width and type of road work. The first two correction factors were successfully validated in a full-scale test on the E6 motorway in Gothenburg.The fifth article describes development and implementation of a new harmonization algorithm for MCS systems on motorways designed to increase bottleneck capacity and throughput. Two different models were developed, one of which was implemented in the existing MCS system on E4 Södertäljevägen south of Stockholm. Full-scale trials were carried out with a model based on trigger levels in terms of flow. The second model based on the difference in the variance of speed during two following time periods was tested offline also with very good results. / <p>QC 20160429</p>

Variable Speed Limit (VSL) strategies identify and disseminate dynamic speed limits that are determined to be appropriate based on prevailing traffic conditions, road surface conditions, and weather conditions. This dissertation develops and evaluates a shockwave-based VSL system that uses a heuristic switching logic-based controller with specified thresholds of prevailing traffic flow conditions. The system aims to improve operations and mobility at critical bottlenecks. Before traffic breakdown occurrence, the proposed VSL’s goal is to prevent or postpone breakdown by decreasing the inflow and achieving uniform distribution in speed and flow. After breakdown occurrence, the VSL system aims to dampen traffic congestion by reducing the inflow traffic to the congested area and increasing the bottleneck capacity by deactivating the VSL at the head of the congested area. The shockwave-based VSL system pushes the VSL location upstream as the congested area propagates upstream. In addition to testing the system using infrastructure detector-based data, this dissertation investigates the use of Connected Vehicle trajectory data as input to the shockwave-based VSL system performance. Since the field Connected Vehicle data are not available, as part of this research, Vehicle-to-Infrastructure communication is modeled in the microscopic simulation to obtain individual vehicle trajectories. In this system, wavelet transform is used to analyze aggregated individual vehicles’ speed data to determine the locations of congestion. The currently recommended calibration procedures of simulation models are generally based on the capacity, volume and system-performance values and do not specifically examine traffic breakdown characteristics. However, since the proposed VSL strategies are countermeasures to the impacts of breakdown conditions, considering breakdown characteristics in the calibration procedure is important to have a reliable assessment. Several enhancements were proposed in this study to account for the breakdown characteristics at bottleneck locations in the calibration process. In this dissertation, performance of shockwave-based VSL is compared to VSL systems with different fixed VSL message sign locations utilizing the calibrated microscopic model. The results show that shockwave-based VSL outperforms fixed-location VSL systems, and it can considerably decrease the maximum back of queue and duration of breakdown while increasing the average speed during breakdown.

The thesis with the title “Designing and simulating a Car2X communication system using the example of an intelligent traffic sign” has been done in Chemnitz University of Technology in the faculty of Computer Science. The purpose of this thesis is to define a layered architecture for Infrastructure to Vehicle (I2V) communication and the implementation of a sample intelligent traffic sign (variable speed limit) application for a Car2X communication system. The layered architecture of this thesis is defined based on three related projects. The application is implemented using the defined layered architecture. Considering the availability of hardware, the implementation is done using the network simulator OMNET++. To check the feasibility of the application three scenarios are created and integrated with the application. The evaluation is done based on the result log files of the simulation which show that the achieved results conform with the expected results, except some minor limitations.

The thesis with the title “Designing and simulating a Car2X communication system using the example of an intelligent traffic sign” has been done in Chemnitz University of Technology in the faculty of Computer Science. The purpose of this thesis is to define a layered architecture for Infrastructure to Vehicle (I2V) communication and the implementation of a sample intelligent traffic sign (variable speed limit) application for a Car2X communication system. The layered architecture of this thesis is defined based on three related projects. The application is implemented using the defined layered architecture. Considering the availability of hardware, the implementation is done using the network simulator OMNET++. To check the feasibility of the application three scenarios are created and integrated with the application. The evaluation is done based on the result log files of the simulation which show that the achieved results conform with the expected results, except some minor limitations.