Auf vielen hochbelasteten Autobahnabschnitten kommen Streckenbeeinflussungsanlagen (SBA) zum Einsatz, um die Verkehrssicherheit und den Verkehrsfluss zu verbessern. Hierbei werden Maßnahmen wie Geschwindigkeitsbeschränkungen und Warnungen weitestgehend automatisiert aufgrund der vorherrschenden Verkehrs- und Wetterbedingungen abgeleitet und über Wechselverkehrszeichen an die Verkehrsteilnehmer ausgegeben. Diese bewährte Form der Verkehrsbeeinflussung trifft auf sich verändernde Randbedingungen: Durch zunehmende Fahrzeugkonnektivität und -automatisierung sind signifikante Veränderungen im Fahrverhalten und somit auch in den Wirkungen einer SBA zu erwarten. Auch unabhängig davon stellt in der Praxis die Qualitätssicherung der komplexen automatisierten Steuerung einer SBA und die hierbei erforderliche Bewertung von Verbesserungsmaßnahmen eine große Herausforderung dar. Die mikroskopische Verkehrsflusssimulation bietet Potenziale, um Wirkungen kollektiver Verkehrsbeeinflussung zu untersuchen und Veränderungen am Verkehrssystem a-priori zu bewerten. Jedoch wird mikroskopische Verkehrsflusssimulation bislang kaum in Untersuchungen zu SBA eingesetzt. Dies ist unter anderem auf die Vielfalt zu berücksichtigender Situationen und Einflüsse auf das Fahrverhalten zurückzuführen: Anzeigezustände der SBA können sich in kurzen Zyklen ändern und zugrunde liegende Beeinflussungsstrategien sich überlagern; zugleich wirken sich auch die Verkehrs- und Wetterbedingungen auf das Fahrverhalten aus. Bislang ist kein Modellierungsansatz bekannt, um derart vielfältige Einflüsse auf das Fahrverhalten in der mikroskopischen Verkehrsflusssimulation zu berücksichtigen. Vor diesem Hintergrund wurde im Rahmen dieser Arbeit ein neuartiges Verfahren entwickelt, das erstmals eine differenzierte Modellierung des Fahrverhaltens in der mikroskopischen Verkehrsflusssimulation in einem sich dynamisch verändernden Situationskontext ermöglicht. Hierbei werden ausgewählte Parameter fahrzeugbezogener Verhaltensmodelle während der Simulation nachgeführt. Verschiedene Einflussfaktoren, Verhaltenskenngrößen und Modellparameter wurden dabei als Zustandsknoten eines hybriden Bayesschen Netzes modelliert, das anhand empirischer Daten mehrerer realer SBA sowie verschiedener simulativer Untersuchungen kalibriert wurde. Die Eignung des Verfahrens konnte im Rahmen einer Validierung bestätigt werden. In einem Forschungsprojekt im Auftrag der Bundesanstalt für Straßenwesen (BASt) wurde das Verfahren pilothaft zur Untersuchung der Einflüsse automatisierten Fahrens auf SBA eingesetzt.

This thesis analyses the carbonised remains of the great hall building in Gamla (old) Uppsala, Sweden, which burnt down sometime between 7th to 8th century AD. It is easily assumed that the people of Gamla Uppsala, who lived in one of the most important central places in Iron Age Scandinavia, had both the economy and power to build a most spectacular hall. Previous research on halls has focused on architectural changes as well as the power and rituals such buildings might have represented. However, no previous Swedish archaeological studies have discussed the quality of construction wood as an indication of a well-built hall building. Wood can rarely be analysed in-depth as it is most often decomposed, or only a few charred pieces remain from the constructions. The hall in Gamla Uppsala provides an unusually large amount of charcoal remains. Therefore, an anthracological analysis is used in this thesis to discuss the quality of the hall construction based on the choice of timber. The purpose of this thesis was to identify what kind of wood the builders used to construct the great hall, how much timber and time it would take to build the 50 m long hall building and if the required timber could be found in the area surrounding the hall. The purpose was also to try to identify whether the construction wood was of good quality. The results show that the large timbers were of scots pine (Pinus sylvestris), and the wattle walls were made of juniper branches (Juniperus sp.). The great hall required at least 6250 scots pine trees, which is 4–5 hectares of clear-cut logging. As the landscape at Gamla Uppsala mainly consisted of large open fields, there were not enough trees that would grow locally to get this amount of timber for the hall. Junipers would, however, grow in the open landscape, and the builders would have gathered a minimum of 3600–5300 branches for the wattle walls. It would have taken around four months or less to build the hall, not including the time it would take to prepare the building material. The identified construction materials suggest that the timber was carefully chosen for the great hall building in Gamla Uppsala. / I denna uppsats har förkolnat virke analyserats från hallbyggnaden på kungsgården i Gamla Uppsala, som brann ner någon gång mellan 600- och 700-talet e.Kr. Det är lätt att anta att människorna i Gamla Uppsala, som då bodde i en av järnålderns viktigaste centralplatser, hade en tillräckligt stor social och ekonomisk makt för att bygga en spektakulär hallbyggnad. Tidigare forskning om hallbyggnader har fokuserats på arkitektoniska förändringar samt på den sociala makt och de rituella ceremonier som hallbyggnader ofta är förknippade med. Det finns däremot inga arkeologiska studier i Sverige som har fokuserats på virkeskvalitet från byggnader med sådan dignitet som hallbyggnaden i Gamla Uppsala. Möjligheten att utföra djupare analyser på arkeologiskt trä är sällsynt då det ofta hunnit förmultna, eller endast utgörs av några få förkolnade bitar av ursprungsvirket. Hallen i Gamla Uppsala har efter branden en ovanligt stor mängd förkolnat virke som bevarats i gott skick. Genom vedartsanalyser på de arkeologiska trälämningarna kan kvaliteten på hallbyggnaden diskuteras baserat på val av virke. Syftet med denna uppsats var att identifiera vilka vedarter som användes för att konstruera hallen, hur mycket virke som krävdes, hur lång tid det skulle ta att bygga den 50 m långa hallbyggnaden och om virket kunde hämtas i närområdet kring hallen. Syftet var också att försöka identifiera om konstruktionsvirket var av god kvalitet. Resultaten av analysen visar att majoriteten av virket var av furu (Pinus sylvestris), medan flätverksväggarna var gjorda av ene grenar (Juniperus sp.). För att bygga hallen krävdes minst 6250 tallar, vilket skulle motsvara 4–5 hektar avverkad skog. Eftersom landskapet vid Gamla Uppsala huvudsakligen bestod av stora öppna fält kunde det inte ha funnits tillräckligt med träd som växte i närområdet för att samla in den mängd virke som krävdes för konstruktionen av hallen. Ene var tillgängligt i närområdet i det öppna landskapet, och byggarna behövde minst 3600–5300 grenar till flätverksväggarna. Det skulle ha tagit cirka fyra månader eller mindre att bygga hallen, frånsett den tid det skulle ta att förbereda byggmaterialet. Virket verkar ha valts ut noggrant för hallen på kungsgården i Gamla Uppsala.

Abstract in English / Mathematical modeling of the spread of infectious diseases in a population has always been recognized as a powerful tool that can help decision-makers understand how a disease evolves over time. With the evolution of science and humanity, it has become evident that Mathematical models are too simplistic and have some limitations in modeling environmental phenomena, such as the spread of epidemics in a population, when they are applied without combining them with other sciences. In understanding the dynamics of epidemics in a population, the weakness of these models is their difficulty in grasping the complexity inherent in the spread of diseases in real life because, life is supported by human interactions and behaviors that are understood through networks of social and spatial interactions. Modeling the spread of epidemics which takes this reality into account requires the implementation of new tools to refine the results already obtained by mathematical models. The aim of this thesis is to explore and attempt to extend new developments in mathematical modeling of the spread of infectious diseases by proposing new tools based on mathematical models from differential equations and agent-based models from intelligent agents derived from artificial intelligence. To achieve this objective, the study starts from a comparative study of two ways of modeling and simulation of the spread of infectious diseases in the population, namely mathematical modeling and agent-based modeling with a concrete case study of the spread of tuberculosis based on data from the Democratic Republic of the Congo (DRC). Then comes a coupling study of these two approaches in a single model and its implementation in a multi-scale environment. The results show that the coupled model is more realistic compared to mathematical models generally implemented in the literature. Four case studies are presented in this thesis. Mathematical modeling based on differential equations is used in the first and second cases. The third case is based on intelligent agents model while the last one is based on the coupling of mathematical models and agent-based models. Application of implemented models to the spread of tuberculosis reveals that detection of people with latent tuberculosis and their treatment are among the actions to be taken into account in addition to those currently carried out by the Congolese health system. The models assert that the current TB situation in DRC remains endemic and that the necessary measures need to be taken to reduce the burden of TB, especially to control it, through the tuberculosis elimination strategy and its elimination in the future in accordance with the Sustainable Development Goals. Our hybrid model benefiting from the advantages of EBM and ABM confirms that taking the individual into account as a fully-fledged entity and managing their behavior gives the microscopic aspect of the model set up and brings it closer as much as possible to reality. Mathematical management of the spread of the disease in cities gives a macroscopic aspect to the model. Numerical simulations of this last model on a multi-scale virtual environment affirm that the mobility of individuals from city to city has a significant impact on the spread of tuberculosis in the population. Controlling the rate of population mobility from one city to another is one of the most important measures for large-scale disease control. This model therefore draws its richness from this dynamic at two different scales (two time scales modeling approaches: at the microscopic/individual level (ABM) and macroscopic/city level (ODE)), which gives the emergence of the model at the global level. As a result, it seems that the coupling of mathematical models to agent-based models should be applied when the dynamics of the complex system under consideration is at different scales. Based on our research results, it seems that the choice of an approach must depend on how the modeler would like to achieve the expected results. Mathematical models remain essential due to their analytical and synthetic aspect, but their coupling with intelligent agent-based models makes it possible to refine known results and thus reflect the reality of real life, because the resulting model integrate interactions of individuals and their heterogeneous behaviors that are necessary for understanding the spread of infectious diseases in the population that only mathematical models based on differential equations can not capture. / Mathematical Sciences / Ph D. (Applied Mathematics)

Les travaux de cette thèse portent sur la définition et la validation d’une méthode de modélisation-simulation de foule permettant le transfert des principes et des mesures établis dans un contexte source d'observations vers des contextes cibles, non observables a priori. A partir de l'observation de comportements de piétons d’un contexte environnemental, social et urbain, nous inférons les règles et des motivations, rendant possible la modélisation et la simulation du comportement individuel de piétons dans ce contexte source, puis à évaluer la transférabilité du modèle dans un autre contexte cible. Nous appuyons nos travaux sur un cas réel. Il s’agit de la simulation du comportement des voyageurs entrants et sortants des trains dans une gare à fort trafic. Après une revue des théories, de modèles de simulation, nous retenons une approche basée sur la simulation microscopique d’agents sociaux, situés, basée sur les motivations. Nous argumentons le choix par le fait que, par rapport à une simulation de foule classique elle, a priori, l’avantage de favoriser la transférabilité. L’objectif de cette simulation est d’étudier, entre autres, les évolutions architecturales des stations permettant de raccourcir les temps d’arrêt des trains. / This thesis focuses on the definition and the validation of a crowd-simulation modeling method. This method allows transferring principles and measurements established in a source observation context to a target one. From the observation of pedestrian behavior in a social and urban context, our approach infers rules and motivations in order to model and simulate the individual pedestrian behavior in this source context. This allows, in a second step, to evaluate the transferability of the model to a given target context. Our work is based on a real case: the simulation of the passenger’s behavior while boarding and alighting trains (platform-train exchange) in a high-traffic station (dense situation). Starting from the state of the art of theories, models and types of simulation, we choose an approach based on the microscopic simulation of social agent’s motivation. This choice relies mainly on the fact that, compared to a classic crowd simulation, it has, a priori, a better transferability potential. The goal of this type of simulation is to study the architectural evolutions of the stations that could allow to control or shorten train dwell times.

Multimodality is a main requirement for future Urban Traffic Control (UTC). For cities and traffic engineers to implement multimodal UTC, a holistic, multimodal assessment of UTC measures is needed. This paper proposes a Multimodal Performance Index (MPI), which considers the delays and number of stops of different transport modes that are weighted to each other. To determine suitable mode-specific weights, a case study for the German city Ingolstadt is conducted using the microscopic simulation tool SUMO. In the case study, different UTC measures (bus priority, coordination for cyclists, coordination for private vehicle traffic) are implemented to a varying extent and evaluated according to different weight settings. The MPI calculation is done both network-wide and intersection-specific. The results indicate that a weighting according to the occupancy level of modes, as mainly proposed in the literature so far, is not sufficient. This applies particularly to cycling, which should be weighted according to its positive environmental impact instead of its occupancy. Besides, the modespecific weights have to correspond to the traffic-related impact of the mode-specific UTC measures. For Ingolstadt, the results are promising for a weighting according to the current modal split and a weighting with incentives for sustainable modes.

No description available.

Concrete is the most widely used construction material worldwide, yet, it presents major sustainability drawbacks due to the CO2 released during the manufacturing of its main constituent, cement. Several approaches are used to improve concrete’s eco-efficiency and reduce the binder intensity index, a metric used to measure the eco-efficiency of concrete, to a value below that of conventional concrete mixtures (i.e., 10 kg/m3.MPa-1 for 25-40 MPa mixtures). Particle Packing Models (PPM) is consequently an approach that can be used to enhance system packing density, reducing cement content while increasing hardened state properties and durability (i.e., reducing porosity). However, packed mixtures normally present issues in the fresh state while their hardened state performance is not fully comprehended. Therefore, this Ph.D. project proposes a new mix-design method called PPM-MP approach to develop eco-efficient mixtures. First, a detailed laboratory investigation was conducted on mixtures developed using the proposed approach in order to understand their fresh and hardened state performance. Concrete samples containing distinct ranges of cement content (320, 250, 200, 150 kg/m3) and slump (180, 90, and 20 +/- 20 mm) were fabricated and a wide range of fresh state tests (pH, temperature, fresh density, air content, slump and rheology over time) and hardened state tests (apparent porosity, surface electrical resistivity, compressive strength, and modulus of elasticity) were performed over time. Then, its performance against the alkali-silica reaction (ASR) induced expansion and deterioration, which is one of the leading and most damaging distress mechanisms issues in durability, was evaluated. In this section of the project, four sustainable concrete mixtures developed with varying cement content (e.g., 325, 250, 200, and 150 kg/m3) were developed and compared to a control mixture containing 420 kg/m3 of cement content. The mixtures were tested over a year under Concrete prism test (CPT) setup, which is the current method used to evaluate concrete ASR and using three different non-boosted test setups (i.e., Wrapped - W, Soaked - S, and Encapsulated - E). Moreover, two distinct types of highly reactive aggregates (e.g., Springhill Greywacke coarse aggregate and Texas Polymictic sand) were selected. Microscopic analysis was used to better understand the impact of ASR on sustainable mixtures, as well as the differences in ASR-damage and crack propagation under different test protocols. The results show the feasibility of producing an eco-efficient mixture in a more efficient manner which may contribute to the Net Zero Concrete targets. The proposed PPM-MP approach improves the sustainability of concrete mixtures and can be used for specific projects requiring 28-day compressive strength ranging from 18 to 45 MPa and slumps (180, 90, and 20 +/- 20 mm).

Parmi les études novatrices que l'on peut aborder depuis l'orbite martienne en utilisant les données multiangulaires de l'instrument HRSC (canaux nadir, stéréographique et photométrique) de Mars Express, figure la détermination des caractéristiques physiques de la surface, pour cartographier les variations des propriétés physiques des sols et des roches de Mars et les relier aux observations spectroscopiques et thermiques réalisées par les instruments OMEGA, TES et THEMIS. <br /> Les modèles de Minnaert et de fonction de phase à deux termes de Hapke s'accordent pour démontrer que les observations multiangulaires de HRSC acquises au cours de la mission sur le cratère Gusev et le flanc sud de Apollinaris peuvent, sous certaines limites, être assemblées pour produire une fonction de phase couvrant un grand intervalle d'angles de phase (5-95°) avec une résolution spatiale de l'ordre de 400 mètres à 1.6 kilomètres.<br /><br />Combiné à la rugosité de surface, l'effet d'opposition joue un rôle significatif, <br />suggérant que les propriétés optiques de l'état de surface au niveau de Gusev sont fortement influencées par la porosité, l'état de compaction et l'organisation de la couche superficielle du régolite. L'aspect cartographique de la présente étude photométrique est utile pour donner une meilleure signification aux variations observées. Selon les tendances générales de cette analyse, il est très probable que la variation photométrique observée, au moins pour les régions centre et Ouest du cratère Gusev, soit partiellement due aux régimes des vents dominants, ces derniers ayant une orientation Nord - Nord Ouest / Sud - Sud Est et induisant une perturbation de la couche supérieure de la surface. Les résultats de cette étude photométrique sont en accord avec des études indépendantes basées sur les données orbitales d'inertie thermique et de spectroscopie de réflectance, et également des données photométriques et d'imagerie microscopique réalisées in situ par les instrument du rover Spirit. Cela conforte l'idée de l'existence en surface d'une couche composée de poussière à grains fins qui aurait été enlevée au niveau des unités de faible albédo révélant ainsi un substrat basaltique sombre formé de matériaux à grains plus grossiers. <br /><br />Ces résultats ouvrent de nouvelles possibilités pour documenter les processus de surface sur les planètes.

<p>Ricin je prirodni protein, toksin koji spada među najpristupačnije i najsmrtonosnije otrove. Nalazi se u biljci Ricinus (Ricinus communis), sa najvećim sadržajem u semenu (1-5 %). Ricin se smatra potencijalnim bioterorističkim oružjem i prema riziku za ljudsko zdravlje svrstan je u B kategoriju biolo&scaron;kog oružja. U novije vreme kori&scaron;ćen je za konstruisanje imunotoksina protiv tumorskih ćelija u terapiji maligniteta. Dokumentovana su mnoga trovanja ricinom, kako zadesna, tako i samoubilačka i ubilačka. U tu svrhu koristilo se intaktno seme ricinusa ili ekstrahovani ricin. Osim ricina, u semenu ricinusa je prisutan toksični alkaloid ricinin u količini 0.3-0.8 %. Ricinus je jedini poznati prirodni izvor ricinina, koji se ko-ekstrahuje sa ricinom iz semena biljke. Ricinin se jednostavno detektuje u kliničkim uzoracima metodom tečne hromatografije i masene spektrometrije i, s obzirom na komplikovanu identifikaciju ricina u biolo&scaron;kim uzorcima, smatra se biomarkerom za intoksikaciju ricinusom, odnosno ricinom. Osnovni ciljevi ovog istraživanja su da se uz pomoć HS-GC metode i patohistolo&scaron;kom&nbsp; analizom dokaže prisustvo ricinina u krvi laboratorijskih pacova u odnosu na vremenski interval koji je protekao od oralne aplikacije suspenzije do vremena žtvovanja, da se odredi distribucija i koncentracija ricinina u organima laboratorijskih pacova u različitim vremenima žrtvovanja, kao i da se utvrdi da li postoji značajna razlika u razvoju patomorfolo&scaron;kih promena na organima laboratorijskih pacova u različitim vremenima žrtvovanja. Istraživanje je bilo otvoreno, randomizirano i prospektivnog tipa. Laboratorijski pacovi su u istom vremenu oralno tretirani suspenzijom koja je sadržaja subletalnu koncentraciju ricina. Nakon žrtvovanja u precizno definisanim vremenskim intervalima uzeti su uzorci krvi i unutra&scaron;njih organa radi daljih analiza. Odgovarajući uzorci su analizirani metodom HC-GS u cilju određivanja koncentracije i distribucije ricinina, kao pouzdanog markera trovanja ricinom, u krvi i unutra&scaron;njim organima. Takođe je izvr&scaron;ena patohistolo&scaron;ka analiza uzoraka tkiva unutra&scaron;njih organa u cilju utvrđivanja promena izazvanim delovanjem ricina u odnosu na vreme proteklo od aplikacije suspenzije. Dobijeni rezultati su obrađeni odgovarajućim statističkim metodama. Rezultati istraživanja omogućavaju standardizaciju postupaka odabira reprezentativnih uzoraka prilikom sumnje na trovanje ricinusom i metode dokazivanja akutnog trovanja. Na taj način može se pouzdano i efikasno dokazati trovanje ricinusom.</p> / <p>Ricin is a naturally occurring protein, a toxin which belongs to the category of the most accessible and the most lethal poisons. It is obtained from the castor oil plant ( Ricinus communis), whose seeds contain its highest content (1-5%). Ricin is also thought to be a potential weapon of bioterrorism and taking into account the risk for human health, it is classified as a biological weapon category B. Lately it has been used for the construction of the immunotoxins against tumor cells in the therapy of malignant diseases. Numerous poisonings using ricin have been documented, not only accidental poisoning, but also in case of suicides and homicides. In those cases, intact ricin seeds or extracted ricin were used. Apart from ricin, castor oil plants also contain a toxic alkaloid ricinine (0.3-0.8%). Castor oil plants are the only known natural source of ricinine, which is co-extracted with ricin from the seeds of this plant. Ricinine is simply detected in clinical samples by using the method of liquid chromatography and mass spectrometry. Taking into account a complicated identification of ricin in biological samples, it is considered to be a biomarker for the intoxication by castor oil plant, or ricin itself. The main aim of this research is to use the HS-GC method and pathohistological analysis in proving the existence of ricinine in the blood of experimental rats in relation to the time interval between the oral application of solution of castor seeds in water and the time of sacrificing, to determine the distribution and concentration of ricinine in the organs of experimental rats, as well as to establish whether there was a significant difference in the development of pathomorphological changes on the organs of experimental rats at various points of sacrificing. The research was open, randomised and prospective. Experimental rats were simultaneously orally tested by the solution which contained sublethal concentration of ricin. After sacrificing, blood samples were taken from inner organs in specifically defined intervals of time and used for further analysis. The appropriate samples were analysed by HC-GS method in order to determine the concentration and distribution of ricinine as a reliable marker of ricin poisoning in blood and inner organs. Also, pathohistological analysis of the samples of inner organ tissues was made with the purpose of establishing the changes caused by the effects of ricinine in relation to time which passed from the application of the solution. The obtained results were processed by appropriate statistical methods. The results of this research allow for the standardisation of the actions in selecting the representative samples in case there is a possibility of ricin poisoning and the method of proving the acute poisoning. Following these steps, ricin poisoning can be proved in a reliable and an efficient way.</p>

The thesis is composed of two main parts. The first part deals with a microscopic traffic flow theory. Models describing the individual acceleration, deceleration and lane-changing behavior are formulated and the emerging collective traffic dynamics are investigated by means of numerical simulations. The models and simulation tools presented provide the methodical prerequisites for the second part of the thesis in which a novel concept of a traffic-adaptive control strategy for ACC systems is presented. The impact of such systems on the traffic dynamics can solely be investigated and assessed by traffic simulations. The focus is on future adaptive cruise control (ACC) systems and their potential applications in the context of vehicle-based intelligent transportation systems. In order to ensure that ACC systems are implemented in ways that improve rather than degrade traffic conditions, the thesis proposes an extension of ACC systems towards traffic-adaptive cruise control by means of implementing an actively jam-avoiding driving strategy. The newly developed traffic assistance system introduces a driving strategy layer which modifies the driver's individual settings of the ACC driving parameters depending on the local traffic situation. Whilst the conventional operational control layer of an ACC system calculates the response to the input sensor data in terms of accelerations and decelerations on a short time scale, the automated adaptation of the ACC driving parameters happens on a somewhat longer time scale of, typically, minutes. By changing only temporarily the comfortable parameter settings of the ACC system in specific traffic situations, the driving strategy is capable of improving the traffic flow efficiency whilst retaining the comfort for the driver. The traffic-adaptive modifications are specified relative to the driver settings in order to maintain the individual preferences. The proposed system requires an autonomous real-time detection of the five traffic states by each ACC-equipped vehicle. The formulated algorithm is based on the evaluation of the locally available data such as the vehicle's velocity time series and its geo-referenced position (GPS) in conjunction with a digital map. It is assumed that the digital map is complemented by information about stationary bottlenecks as most of the observed traffic flow breakdowns occur at these fixed locations. By means of a heuristic, the algorithm determines which of the five traffic states mentioned above applies best to the actual traffic situation. Optionally, inter-vehicle and infrastructure-to-car communication technologies can be used to further improve the accuracy of determining the respective traffic state by providing non-local information. By means of simulation, we found that the automatic traffic-adaptive driving strategy improves traffic stability and increases the effective road capacity. Depending on the fraction of ACC vehicles, the driving strategy &amp;quot;passing a bottleneck&amp;quot; effects a reduction of the bottleneck strength and therefore delays (or even prevents) the breakdown of traffic flow. Changing to the driving mode &amp;quot;leaving the traffic jam&amp;quot; increases the outflow from congestion resulting in reduced queue lengths in congested traffic and, consequently, a faster recovery to free flow conditions. The current travel time (as most important criterion for road users) and the cumulated travel time (as an indicator of the system performance) are used to evaluate the impact on the quality of service. While traffic congestion in the reference scenario was completely eliminated when simulating a proportion of 25% ACC vehicles, travel times were significantly reduced even with much lower penetration rates. Moreover, the cumulated travel times decreased consistently with the increase in the proportion of ACC vehicles. / In der Arbeit wird ein neues verkehrstelematisches Konzept für ein verkehrseffizientes Fahrverhalten entwickelt und als dezentrale Strategie zur Vermeidung und Auflösung von Verkehrsstaus auf Richtungsfahrbahnen vorgestellt. Die operative Umsetzung erfolgt durch ein ACC-System, das um eine, auf Informationen über die lokale Verkehrssituation basierende, automatisierte Fahrstrategie erweitert wird. Die Herausforderung bei einem Eingriff in das individuelle Fahrverhalten besteht - unter Berücksichtigung von Sicherheits-, Akzeptanz- und rechtlichen Aspekten - im Ausgleich der Gegensätze Fahrkomfort und Verkehrseffizienz. Während sich ein komfortables Fahren durch große Abstände bei geringen Fahrzeugbeschleunigungen auszeichnet, erfordert ein verkehrsoptimierendes Verhalten kleinere Abstände und eine schnellere Anpassung an Geschwindigkeitsänderungen der umgebenden Fahrzeuge. Als allgemeiner Lösungsansatz wird eine verkehrsadaptive Fahrstrategie vorgeschlagen, die ein ACC-System mittels Anpassung der das Fahrverhalten charakterisierenden Parameter umsetzt. Die Wahl der Parameter erfolgt in Abhängigkeit von der lokalen Verkehrssituation, die auf der Basis der im Fahrzeug zur Verfügung stehenden Informationen automatisch detektiert wird. Durch die Unterscheidung verschiedener Verkehrssituationen wird ein temporärer Wechsel in ein verkehrseffizientes Fahrregime (zum Beispiel beim Herausfahren aus einem Stau) ermöglicht. Machbarkeit und Wirkungspotenzial der verkehrsadaptiven Fahrstrategie werden im Rahmen eines mikroskopischen Modellierungsansatzes simuliert und hinsichtlich der kollektiven Verkehrsdynamik, insbesondere der Stauentstehung und Stauauflösung, auf mehrspurigen Richtungsfahrbahnen bewertet. Die durchgeführte Modellbildung, insbesondere die Formulierung eines komplexen Modells des menschlichen Fahrverhaltens, ermöglicht eine detaillierte Analyse der im Verkehr relevanten kollektiven Stabilität und einer von der Stabilität abhängigen stochastischen Streckenkapazität. Ein tieferes Verständnis der Stauentstehung und -ausbildung wird durch das allgemeine Konzept der Engstelle erreicht. Dieses findet auch bei der Entwicklung der Strategie für ein stauvermeidendes Fahrverhalten Anwendung. In der Arbeit wird die stauvermeidende und stauauflösende Wirkung eines individuellen, verkehrsadaptiven Fahrverhaltens bereits für geringe Ausstattungsgrade nachgewiesen. Vor dem Hintergrund einer zu erwartenden Verbreitung von ACC-Systemen ergibt sich damit eine vielversprechende Option für die Steigerung der Verkehrsleistung durch ein teilautomatisiertes Fahren. Der entwickelte Ansatz einer verkehrsadaptiven Fahrstrategie ist unabhängig vom ACC-System. Er erweitert dessen Funktionalität im Hinblick auf zukünftige, informationsbasierte Fahrerassistenzsysteme um eine neue fahrstrategische Dimension. Die lokale Interpretation der Verkehrssituation kann neben einer verkehrsadaptiven ACC-Regelung auch der Entwicklung zukünftiger Fahrerinformationssysteme dienen.