Esta pesquisa avaliou o efeito do uso de uma medida de desempenho alternativa à densidade no cálculo dos fatores de equivalência para caminhões típicos em rodovias de pista dupla do estado de São Paulo. A medida de desempenho investigada foi a velocidade dos automóveis e os fatores de equivalência foram calculados pelo método do equivalente médio, que considera mais de um tipo de caminhão na corrente de tráfego, representa melhor a interação entre caminhões e permite o uso de simulação de tráfego para determinação dos equivalentes. Como este método de cálculo considera uma composição fixa de caminhões, o tráfego de caminhões em rodovias paulistas de pista dupla foi caracterizado em função de dois aspectos: (1) o fluxo veicular em dias úteis típicos e (2) o desempenho das configurações de caminhões, a partir da relação massa/potência. O modelo de simulação utilizado nesta pesquisa foi o CORSIM, o mesmo modelo usado no HCM-2000. Para tanto, o CORSIM foi calibrado para as condições observadas em rodovias paulistas de pista dupla. A calibração foi realizada em duas etapas, ambas baseadas em algoritmos genéticos: a primeira etapa focou no modelo de locomoção dos caminhões, resultando erros médios da ordem de 5%; a segunda visou à lógica de car-following, que define o comportamento dos motoristas. A versão calibrada do CORSIM para as condições paulistas apresentou erros médios de 6,32% na calibração e de 6,58% na validação. Os equivalentes veiculares foram calculados para diferentes magnitudes de greides, comprimentos de rampas, porcentagens de caminhões, velocidade de fluxo livre e níveis de serviço, tanto para a velocidade dos automóveis como para a densidade. Como resultado final, observou-se que o uso da velocidade dos automóveis como medida de desempenho implica em equivalentes veiculares muito elevados. Desta forma, a capacidade de tráfego e o nível de serviço estimado utilizando estes equivalentes foram piores do que utilizando os equivalentes veiculares obtidos com a densidade como medida de desempenho. / The objective of this research was to evaluate the use of a measure of impedance alternative to density to obtain passenger-car equivalence factors for typical trucks on multilane highways in the state of São Paulo. The impedance investigated was the passenger-car speed, and the equivalence factors were obtained through the average equivalent method since it considers different types of trucks within the traffic flow, is capable to represent interactions among trucks adequately, and allow the use of traffic simulation. Since the estimation method employed is based on a fixed truck population, the truck flow on multilane highways in the state of São Paulo was characterized based on two aspects: (1) a typical traffic flow, considering the traffic flow on typical weekdays, (2) the truck performance based on mass/power ratio. The simulation model employed was CORSIM, the same model used in the HCM-2000, and it was calibrated for the conditions observed in multilane highways in the state of São Paulo. The calibration was carried out using genetic algorithms and involved two steps. The first one focused on the truck motion model and produced average errors around 5%. The second one focused on the car-following logic that defines the drivers\' behavior. The CORSIM calibrated for the state of São Paulo highways produced average errors of 6.32% at the calibration stage and average errors of 6.58% at the validation stage. Passenger-car equivalents were calculated for different grade levels, grade lengths, trucks percentages, free-flow speeds and leves of service using passenger-car speed and density as the impedance measure. It was observed that, when compared to density, the use of passenger-car speed as a measure of impedance results in higher values for the equivalence factors. It means smaller capacities and worse estimates for level of service.

O objetivo desta pesquisa é investigar como o fluxo de pedestres interfere na concepção arquitetônica dos espaços que envolvem multidões. Tendo como objeto inicial as estações metroferroviárias, realizou-se um abrangente levantamento bibliográfico sobre o tema, buscando abordá-lo na complexidade que envolve o comportamento humano, a engenharia, a arquitetura e a construção. Conceitos sobre modelagem e simulação de fluxos de pedestres são apresentados e servem de base para o desenvolvimento de um estudo de caso sobre a concepção de distintos espaços arquitetônicos: O Estádio Arena das Dunas, em Natal; o Estádio Mineirão, em Belo Horizonte; o Parque Olímpico, no Rio de Janeiro; e a interligação metroviária Paulista-Consolação, em São Paulo. A presente pesquisa não tem a pretensão de apresentar soluções ou diretrizes de projeto para espaços que envolvem multidões, mas busca investigar como a concepção desses espaços pode ser alterada a partir de uma abordagem que coloca os pedestres como elemento determinante da arquitetura. / This essay aims at investigating how the pedestrian flow interferes the architectural design of the places full of people. Regarding the subway and rail stations as the initial objective, it was made a comprehensive bibliographic survey about this subject in order to speaking about the human behavior engineering, architecture and construction complexity. It is presented the modeling and simulation concepts of pedestrian flows which function as the basis for the development of a case study of different architectural spaces design: the Arena das Dunas Stadium in Natal, the Mineirão Stadium in Belo Horizonte, the Olympics Park in Rio de Janeiro and the subway stations interconnection Consolação-Paulista in São Paulo. This essay does not intend to present solutions or design guide lines for places full of people, but investigate how the design of these places can be changed from an approach that is considering the pedestrians as a determinant element of the architecture.

Esta pesquisa avaliou o efeito do uso de uma medida de desempenho alternativa à densidade no cálculo dos fatores de equivalência para caminhões típicos em rodovias de pista dupla do estado de São Paulo. A medida de desempenho investigada foi a velocidade dos automóveis e os fatores de equivalência foram calculados pelo método do equivalente médio, que considera mais de um tipo de caminhão na corrente de tráfego, representa melhor a interação entre caminhões e permite o uso de simulação de tráfego para determinação dos equivalentes. Como este método de cálculo considera uma composição fixa de caminhões, o tráfego de caminhões em rodovias paulistas de pista dupla foi caracterizado em função de dois aspectos: (1) o fluxo veicular em dias úteis típicos e (2) o desempenho das configurações de caminhões, a partir da relação massa/potência. O modelo de simulação utilizado nesta pesquisa foi o CORSIM, o mesmo modelo usado no HCM-2000. Para tanto, o CORSIM foi calibrado para as condições observadas em rodovias paulistas de pista dupla. A calibração foi realizada em duas etapas, ambas baseadas em algoritmos genéticos: a primeira etapa focou no modelo de locomoção dos caminhões, resultando erros médios da ordem de 5%; a segunda visou à lógica de car-following, que define o comportamento dos motoristas. A versão calibrada do CORSIM para as condições paulistas apresentou erros médios de 6,32% na calibração e de 6,58% na validação. Os equivalentes veiculares foram calculados para diferentes magnitudes de greides, comprimentos de rampas, porcentagens de caminhões, velocidade de fluxo livre e níveis de serviço, tanto para a velocidade dos automóveis como para a densidade. Como resultado final, observou-se que o uso da velocidade dos automóveis como medida de desempenho implica em equivalentes veiculares muito elevados. Desta forma, a capacidade de tráfego e o nível de serviço estimado utilizando estes equivalentes foram piores do que utilizando os equivalentes veiculares obtidos com a densidade como medida de desempenho. / The objective of this research was to evaluate the use of a measure of impedance alternative to density to obtain passenger-car equivalence factors for typical trucks on multilane highways in the state of São Paulo. The impedance investigated was the passenger-car speed, and the equivalence factors were obtained through the average equivalent method since it considers different types of trucks within the traffic flow, is capable to represent interactions among trucks adequately, and allow the use of traffic simulation. Since the estimation method employed is based on a fixed truck population, the truck flow on multilane highways in the state of São Paulo was characterized based on two aspects: (1) a typical traffic flow, considering the traffic flow on typical weekdays, (2) the truck performance based on mass/power ratio. The simulation model employed was CORSIM, the same model used in the HCM-2000, and it was calibrated for the conditions observed in multilane highways in the state of São Paulo. The calibration was carried out using genetic algorithms and involved two steps. The first one focused on the truck motion model and produced average errors around 5%. The second one focused on the car-following logic that defines the drivers\' behavior. The CORSIM calibrated for the state of São Paulo highways produced average errors of 6.32% at the calibration stage and average errors of 6.58% at the validation stage. Passenger-car equivalents were calculated for different grade levels, grade lengths, trucks percentages, free-flow speeds and leves of service using passenger-car speed and density as the impedance measure. It was observed that, when compared to density, the use of passenger-car speed as a measure of impedance results in higher values for the equivalence factors. It means smaller capacities and worse estimates for level of service.

<p>Models based on micro-simulation of traffic flows have proven to be useful tools in the study of various traffic systems. Today, there is a wealth of traffic microsimulation models developed for freeway and urban street networks. The road mileage is however in many countries dominated by rural highways. Hence, there is a need for rural road traffic simulation models capable of assessing the performance of such road environments. This thesis introduces a versatile traffic micro-simulation model for the rural roads of today and of the future. The developed model system considers all common types of rural roads including effects of intersections and roundabouts on the main road traffic. The model is calibrated and validated through a simulation study comparing a two-lane highway to rural road designs with separated oncoming traffic lanes. A good general agreement between the simulation results and the field data is established.</p><p>The interest in road safety and the environmental impact of traffic is growing. Recent research has indicated that traffic simulation can be of use in these areas as well as in traditional capacity and level-of-service studies. In the road safety area more attention is turning towards active safety improving countermeasures designed to improve road safety by reducing the number of driver errors and the accident risks. One important example is Advanced Driver Assistance Systems (ADAS). The potential to use traffic simulation to evaluate the road safety effects of ADAS is investigated in the last part of this thesis. A car-following model for simulation of traffic including ADAS-equipped vehicles is proposed and the developed simulation framework is used to study important properties of a traffic simulation model to be used for safety evaluation of ADAS. Driver behavior for ADAS-equipped vehicles has usually not been considered in simulation studies including ADAS-equipped vehicles. The work in this thesis does however indicate that modeling of the behavior of drivers in ADAS-equipped vehicles is essential for reliable conclusions on the road safety effects of ADAS.</p> / Report code: LiU-Tek-Lic-2005:60.

As roadside and in-vehicle sensors are deployed under the Connected Vehicle Research program (formerly known as Vehicle Infrastructure Integration initiative and Intellidrive), an increasing variety of traffic data is becoming available in real time. This real time traffic data is shared among vehicles and between vehicles and traffic management centers through wireless communication. This course of events creates an opportunity for mobile computing and online traffic simulations. However, online traffic simulations require faster than real time running speed with high simulation resolution, since the purpose of the simulations is to provide immediate future traffic forecast based on real time traffic data. However, simulating at high resolution is often too computationally intensive to process a large scale network on a single processor in real time. To mitigate this limitation an online ad hoc distributed simulation with optimistic execution is proposed in this study. The objective of this study is to develop an online traffic simulation system based on an ad hoc distributed simulation with optimistic execution. In this system, data collection, processing, and simulations are performed in a distributed fashion. Each individual simulator models the current traffic conditions of its local vicinity focusing only on its area of interest, without modeling other less relevant areas. Collectively, a central server coordinates the overall simulations with an optimistic execution technique and provides a predictive model of traffic conditions in large areas by combining simulations geographically spread over large areas. This distributed approach increases computing capacity of the entire system and speed of execution. The proposed model manages the distributed network, synchronizes the predictions among simulators, and resolves simulation output conflicts. Proper feedback allows each simulator to have accurate input data and eventually produce predictions close to reality. Such a system could provide both more up-to-date and robust predictions than that offered by centralized simulations within a single transportation management center. As these systems evolve, the online traffic predictions can be used in surface transportation management and travelers will benefit from more accurate and reliable traffic forecast.

Para estimar o nível de serviço em rodovias de pista simples, o Highway Capacity Manual 2010 (HCM2010) adota como medidas de desempenho a Porcentagem de Tempo Viajando em Pelotões (PTSF) e a Velocidade Média de Viagem (ATS). A PTSF, no entanto, é praticamente impossível de ser obtida de observações em campo. Na literatura, algumas pesquisas propõem medidas de desempenho alternativas que podem ser coletadas diretamente da observação do tráfego. A meta deste trabalho consistiu em avaliar e propor medidas de desempenho que pudessem ser adequadas para descrever a qualidade de serviço em rodovias de pista simples no Brasil. Foi utilizado um conjunto de dados de tráfego coletados em diversas rodovias no estado de São Paulo para calibrar e validar o simulador de tráfego escolhido, o CORSIM, a partir de um Algoritmo Genético (AG). Com o simulador recalibrado, foi gerado um conjunto de dados sintéticos, para diversas condições de geometria viária e composição de tráfego. Com esses dados sintéticos, foram produzidos modelos teóricos para estimar a PTSF a partir de dados de tráfego que seriam \"observáveis em campo\": a porcentagem de veículos em pelotões (PF); o modelo porposto por Pursula (1995); o modelo de Laval (2006); o criado por Polus e Cohen (2009); e um modelo polinomial baseado na PF e outras variáveis. As estimativas obtidas com esses modelos divergiram significativamente da PTSF produzida pelo CORSIM, sugerindo a necessidade de substituir a PTSF por uma outra medida de desempenho. Assim sendo, nove medidas de desempenho alternativas foram estudadas. Usando dados de tráfego sintéticos produzidos com o CORSIM, foram desenvolvidos modelos que relacionavam medidas de desempenho alternativas com o fluxo de tráfego unidirecional. Comparações dos valores provenientes dessas relações com dados de campo indicaram que três medidas de desempenho (a velocidade média de viagem dos automóveis; a densidade para automóveis e a densidade de veículos em pelotões) poderiam ser usadas para propor critérios para estimar o nível de serviço em rodovias de pista simples no Brasil. / The Highway Capacity Manual 2010 uses Percent-Time-Spent Following (PTSF) and Average Travel Speed (ATS) to estimate level of service on two-lane rural highways. As it is almost impossible to observe PTSF directly in the field, the literature suggests alternative measures of effectiveness (MOEs) that can be obtained from traffic stream parameters. The objective of this thesis was to analyze MOEs that could adequately describe quality of service on two-lane rural highways in Brazil. Traffic data collected on several roads in the state of São Paulo were used to calibrate and validate the traffic simulation model CORSIM, using a Genetic Algorithm (GA). The recalibrated CORSIM was used to create a synthetic set of traffic data, comprising a wide range of traffic flows and road geometries. Using this synthetic data, several models relating PTSF to \"directly observable\" traffic parameters were developed: percent following (PF), as in the HCM2010; the shockwave theory model proposed by Pursula (1995); the Laval (2006) moving bottleneck model; the Polus and Cohen (2009) queueing model; and a polynomial model. PTSF estimates produced by these models significantly diverged from PTSF values produced by CORSIM, suggesting the need for a new measure of effectiveness. Thus, nine alternative MOEs were analyzed and models relating these MOEs to directional traffic flow were fitted, using the synthetic traffic data set. Comparisons between the values obtained from these models and from the field indicated that three MOEs (average travel speed of cars, density for cars and follower density) could be used to create level of service criteria for two-lane rural highways in Brazil.

Traffic simulation is a safe and efficient tool to investigate infrastructural changes as well as traffic conditions. This master thesis aims to analyse a microscopic traffic simulation method for evaluation of bus terminal capacity. The evaluation is performed by investigating a case study of the bus terminal at Norrköping travel centre. The analysed method, referred to as terminal logic in the thesis, uses a combination of time based and event based simulation. Through the combination of time and event, it is possible to capture all movements within the terminal for individual vehicles. The simulation model is built in the software Vissim. A new travel centre for Norrköping is under development. Among the reasons for a new travel centre is the railway project Ostlänken in the eastern part of Sweden. An evaluation of the bus terminal is interesting due to a suspicion of overcapacity and the opportunity of redesigning. To investigate both the terminal capacity and the terminal logic, three scenarios were implemented. Scenario 1: Current design and frequency Scenario 2: Current design with higher frequency Scenario 3: Decreased number of bus stops with current frequency The results from the scenarios confirm the assumption of overcapacity. The capacity was evaluated based on several different measures, all indicating a low utilization. Even so, the utilization was uneven over time and congestion could still occur when several buses departed at the same time. This was also seen when studying the simulation, which showed congestions when several buses departed at the same time. The case study established the terminal logic to be useful when evaluating capacity at bus terminals. It provides a good understanding of how the terminal operates and captures the movements. However, it was time-consuming to adjust the logic to the studied terminal. This is a disadvantage when investigating more than one alternative. The thesis resulted in two main conclusions. Firstly, a more optimised planning of the buses at Norrköping bus terminal would probably be achievable and lead to less congestions at the exits. Secondly, the terminal logic is a good method to use when evaluating bus terminals but it is not straight forward to implement.

The thesis describes a design and implementation of Nemea system module purposed on generation of records about simulated network attacks. This thesis also contains brief description of Nemea system and several network attacks. Finally, part of this work is description of simulated attacks and methods of simulations.

Travel demand management policies such as congestion charges encourage car-users to change among other things route, mode and departure time. Departure time may be especially affected by time-varying charges, since car-users can avoid high peak hour charges by travelling earlier or later, so called peak spreading effects. Conventional transport models do not include departure time choice as a response. For evaluation of time-varying congestion charges departure time choice is essential. In this thesis a transport model called SILVESTER is implemented for Stockholm. It includes departure time, mode and route choice. Morning trips, commuting as well as other trips, are modelled and time is discretized into fifteen-minute time periods. This way peak spreading effects can be analysed. The implementation is made around an existing route choice model called CONTRAM, for which a Stockholm network already exists. The CONTRAM network has been in use for a long time in Stockholm and an origin-destination matrix calibrated against local traffic counts and travel times guarantee local credibility. On the demand side, an earlier developed departure time and mode choice model of mixed logit type is used. It was estimated on CONTRAM travel times to be consistent with the route choice model. The behavioural response under time-varying congestion charges was estimated from a hypothetical study conducted in Stockholm. Paper I describes the implementation of SILVESTER. The paper shows model structure, how model run time was reduced and tests of convergence. As regards run time, a 75% cut down was achieved by reducing the number of origin-destination pairs while not changing travel time and distance distributions too much. In Paper II car-users underlying preferred departure times are derived using a method called reverse engineering. This method derives preferred departure times that reproduce as well as possible the observed travel pattern of the base year. Reverse engineering has previously only been used on small example road networks. Paper II shows that application of reverse engineering to a real-life road network is possible and gives reasonable results. / <p>QC 20170222</p> / Silvester

“Störningsfri stad” is an ongoing research project in Norrköping with the aim to create a planning system that shows the impact on the city caused by construction project related logistic activities. Based on the general idea that construction sites create disturbances within a city the thesis evaluates how it is possible to model excess congestion caused by construction transport and trips. Other part of thesis focuses of the application of construction logistic solutions and their respective impact on the congestion. To deal with the stated problem, a case is created – Case Norrköping. It involves the preparation of datasets that describe travel patterns for HGV and workers going to and from construction sites. Case Norrköping is based on six construction sites located in Norrköping. Construction sites have an estimated demand of transports. For that reason, three reference values are created. Reference values are given as the number of HGV serving all sites – 152, 458, 1404 number of vehicles during one working day. To create OD-matrices for the HGV trips, six supplier locations are used. Resulting datasets describe in detail how and when HGV and workers arrive at the construction sites. The actual modelling of congestion effects is done in traffic simulation framework MATSim. An existing Norrköping MATSim model is used and combined with the datasets created in Case Norrköping. Output of simulation is potential congestion effect on car traffic in Norrköping. Case Norrköping is evaluated by changing the number of involved sites. Results show that construction transports contribute to increased congestion levels. Absolute increase of congestion is not significant for scenario 152 HGV. Scenarios 458 and 1404 HGV do show noticeable increases in congestion, especially during peak hour periods. Finally, construction logistic solutions are applied to Case Norrköping to evaluate the impact on congestion level. Different HGV arrival schedules at construction sites are applied. Result of logistic solution application shows that congestion levels can be decreased if peak-hour avoidance is considered in construction transport planning. Even constant arrival rate compared to present arrival rate in Case Norrköping can provide a minor decrease in congestion levels. The gains of applying logistic become more distinct with larger number of HGV. At high HGV demand such as scenario 1404 HGV, total delay hours can be decreased between 20 and 40 percent with a suitable construction logistic solution. / <p>Examensarbetet är utfört vid Institutionen för teknik och naturvetenskap (ITN) vid Tekniska fakulteten, Linköpings universitet</p>