Fine-grained traffic state estimation and visualisation

Tools for visualising the current traffic state are used by local authorities for strategic monitoring of the traffic network and by everyday users for planning their journey. Popular visualisations include those provided by Google Maps and by Inrix. Both employ a traffic lights colour-coding system, where roads on a map are coloured green if traffic is flowing normally and red or black if there is congestion. New sensor technology, especially from wireless sources, is allowing resolution down to lane level. A case study is reported in which a traffic micro-simulation test bed is used to generate high-resolution estimates. An interactive visualisation of the fine-grained traffic state is presented. The visualisation is demonstrated using Google Earth and affords the user a detailed three-dimensional view of the traffic state down to lane level in real time

Human Wayfinding in Path-Networks: A Survey of Possible Strategies.

This paper is derived from an unpublished D.Phil thesis: "Unplanned Wayfinding in Path-Networks: A Theoretical Study of Human Problem-Solving (Gotts 1988). It is a modified version of those parts of the thesis most relevant to the design of wayfinding aids such as variable message signs (VMS) and in-vehicle route-guidance information (IVRGI) systems. This paper, however, does not itself discuss such wayfinding aids; rather, it is a step toward understanding the problem-solving strategies and the internal representations ofthe environment human wayfinders use in the absence of aids of these types. The paper is theoretical in nature, but suggestions are made for empirical tests of some of the hypotheses put forward. Without an understanding of common wayfinding strategies and the internal representations underlying them, efforts to design genuinely useful wayfinding aids are bound to be groping in the dark: at best, they may be shown to be useful in a specific network, to a specific group of people, under given circumstances - with no guarantee that this usefulness will transfer to other networks, travellers, or circumstances. Understanding the route-choice behaviour of road-users requires consideration of the information about the travel environment available to them. An assumption of perfect information about the layout of the travel environment and the traffic conditions within it is a convenient simplification - but is also wholly unrealistic. We cannot be confident that this lack of realism is unimportant in transport modelling

Achieving genuinely dynamic road user charging : issues with a GNSS-based approach

Peer reviewedPostprin

Development of bent-up triangular tab shear transfer (BTTST) enhancement in cold-formed steel (CFS)-concrete composite beams

Cold-formed steel (CFS) sections, have been recognised as an important contributor to environmentally responsible and sustainable structures in developed countries, and CFS framing is considered as a sustainable 'green' construction material for low rise residential and commercial buildings. However, there is still lacking of data and information on the behaviour and performance of CFS beam in composite construction. The use of CFS has been limited to structural roof trusses and a host of nonstructural applications. One of the limiting features of CFS is the thinness of its section (usually between 1.2 and 3.2 mm thick) that makes it susceptible to torsional, distortional, lateral-torsional, lateral-distortional and local buckling. Hence, a reasonable solution is resorting to a composite construction of structural CFS section and reinforced concrete deck slab, which minimises the distance from the neutral-axis to the top of the deck and reduces the compressive bending stress in the CFS sections. Also, by arranging two CFS channel sections back-to-back restores symmetricity and suppresses lateraltorsional and to a lesser extent, lateral-distortional buckling. The two-fold advantages promised by the system, promote the use of CFS sections in a wider range of structural applications. An efficient and innovative floor system of built-up CFS sections acting compositely with a concrete deck slab was developed to provide an alternative composite system for floors and roofs in buildings. The system, called Precast Cold-Formed SteelConcrete Composite System, is designed to rely on composite actions between the CFS sections and a reinforced concrete deck where shear forces between them are effectively transmitted via another innovative shear transfer enhancement mechanism called a bentup triangular tab shear transfer (BTTST). The study mainly comprises two major components, i.e. experimental and theoretical work. Experimental work involved smallscale and large-scale testing of laboratory tests. Sixty eight push-out test specimens and fifteen large-scale CFS-concrete composite beams specimens were tested in this program. In the small-scale test, a push-out test was carried out to determine the strength and behaviour of the shear transfer enhancement between the CFS and concrete. Four major parameters were studied, which include compressive strength of concrete, CFS strength, dimensions (size and angle) of BTTST and CFS thickness. The results from push-out test were used to develop an expression in order to predict the shear capacity of innovative shear transfer enhancement mechanism, BTTST in CFS-concrete composite beams. The value of shear capacity was used to calculate the theoretical moment capacity of CFSconcrete composite beams. The theoretical moment capacities were used to validate the large-scale test results. The large-scale test specimens were tested by using four-point load bending test. The results in push-out tests show that specimens employed with BTTST achieved higher shear capacities compared to those that rely only on a natural bond between cold-formed steel and concrete and specimens with Lakkavalli and Liu bent-up tab (LYLB). Load capacities for push-out test specimens with BTTST are ii relatively higher as compared to the equivalent control specimen, i.e. by 91% to 135%. When compared to LYLB specimens the increment is 12% to 16%. In addition, shear capacities of BTTST also increase with the increase in dimensions (size and angle) of BTTST, thickness of CFS and concrete compressive strength. An equation was developed to determine the shear capacity of BTTST and the value is in good agreement with the observed test values. The average absolute difference between the test values and predicted values was found to be 8.07%. The average arithmetic mean of the test/predicted ratio (n) of this equation is 0.9954. The standard deviation (a) and the coefficient of variation (CV) for the proposed equation were 0.09682 and 9.7%, respectively. The proposed equation is recommended for the design of BTTST in CFSconcrete composite beams. In large-scale testing, specimens employed with BTTST increased the strength capacities and reduced the deflection of the specimens. The moment capacities, MU ) e X p for all specimens are above Mu>theory and show good agreement with the calculated ratio (>1.00). It is also found that, strength capacities of CFS-concrete composite beams also increase with the increase in dimensions (size and angle) of BTTST, thickness of CFS and concrete compressive strength and a CFS-concrete composite beam are practically designed with partial shear connection for equal moment capacity by reducing number of BTTST. It is concluded that the proposed BTTST shear transfer enhancement in CFS-concrete composite beams has sufficient strength and is also feasible. Finally, a standard table of characteristic resistance, P t a b of BTTST in normal weight concrete, was also developed to simplify the design calculation of CFSconcrete composite beams

EVOLIN Benchmark: Evaluation of Line Detection and Association

Lines are interesting geometrical features commonly seen in indoor and urban environments. There is missing a complete benchmark where one can evaluate lines from a sequential stream of images in all its stages: Line detection, Line Association and Pose error. To do so, we present a complete and exhaustive benchmark for visual lines in a SLAM front-end, both for RGB and RGBD, by providing a plethora of complementary metrics. We have also labelled data from well-known SLAM datasets in order to have all in one poses and accurately annotated lines. In particular, we have evaluated 17 line detection algorithms, 5 line associations methods and the resultant pose error for aligning a pair of frames with several combinations of detector-association. We have packaged all methods and evaluations metrics and made them publicly available on web-page https://prime-slam.github.io/evolin/

3D Reconstruction of Indoor Corridor Models Using Single Imagery and Video Sequences

In recent years, 3D indoor modeling has gained more attention due to its role in decision-making process of maintaining the status and managing the security of building indoor spaces. In this thesis, the problem of continuous indoor corridor space modeling has been tackled through two approaches. The first approach develops a modeling method based on middle-level perceptual organization. The second approach develops a visual Simultaneous Localisation and Mapping (SLAM) system with model-based loop closure. In the first approach, the image space was searched for a corridor layout that can be converted into a geometrically accurate 3D model. Manhattan rule assumption was adopted, and indoor corridor layout hypotheses were generated through a random rule-based intersection of image physical line segments and virtual rays of orthogonal vanishing points. Volumetric reasoning, correspondences to physical edges, orientation map and geometric context of an image are all considered for scoring layout hypotheses. This approach provides physically plausible solutions while facing objects or occlusions in a corridor scene. In the second approach, Layout SLAM is introduced. Layout SLAM performs camera localization while maps layout corners and normal point features in 3D space. Here, a new feature matching cost function was proposed considering both local and global context information. In addition, a rotation compensation variable makes Layout SLAM robust against cameras orientation errors accumulations. Moreover, layout model matching of keyframes insures accurate loop closures that prevent miss-association of newly visited landmarks to previously visited scene parts. The comparison of generated single image-based 3D models to ground truth models showed that average ratio differences in widths, heights and lengths were 1.8%, 3.7% and 19.2% respectively. Moreover, Layout SLAM performed with the maximum absolute trajectory error of 2.4m in position and 8.2 degree in orientation for approximately 318m path on RAWSEEDS data set. Loop closing was strongly performed for Layout SLAM and provided 3D indoor corridor layouts with less than 1.05m displacement errors in length and less than 20cm in width and height for approximately 315m path on York University data set. The proposed methods can successfully generate 3D indoor corridor models compared to their major counterpart

Use of LiDAR data in defining the urban-rural transition zone in stream cross-section morphology

Stream channel geometries have been found to enlarge with urbanization of the upland drainage basin. Although enlargement has been documented in a variety of climatic and urban regimes, little is known about how the geomorphic effects of urbanization translate into rural areas downstream. Models derived from Light Detection and Ranging (LiDAR) data from the North Carolina Floodplain Mapping Program were used in conjunction with field surveys to explore the urban-rural transition for North Buffalo Creek in Greensboro, NC. Although the model did not accurately represent at-a-point channel geometries, it was able to represent the prevailing geometric relationships between contributing drainage area and averaged channel capacity for channel reaches of approximately 140m. The urban-rural transition for North Buffalo Creek was found to be linear, with decreases in enlargement beginning well within the current urban boundary. Using linear regression, a truly “rural” state was predicted to be achieved when the channel reaches a contributing drainage area of between 400 - 450km2. Local increases in enlargement were found to be directly influenced by the junction of major tributaries