Before and After-Implementation Studies of Advanced Signal Control Technologies in Florida [Summary]

BDV32-977-05University of Florida researchers evaluated ATSC operation on several corridors in Florida, before and after installation of ATSC, documenting advantages and disadvantages of different approaches and implementations

Probabilistic Description of Traffic Breakdowns

We analyze the characteristic features of traffic breakdown. To describe this phenomenon we apply to the probabilistic model regarding the jam emergence as the formation of a large car cluster on highway. In these terms the breakdown occurs through the formation of a certain critical nucleus in the metastable vehicle flow, which enables us to confine ourselves to one cluster model. We assume that, first, the growth of the car cluster is governed by attachment of cars to the cluster whose rate is mainly determined by the mean headway distance between the car in the vehicle flow and, may be, also by the headway distance in the cluster. Second, the cluster dissolution is determined by the car escape from the cluster whose rate depends on the cluster size directly. The latter is justified using the available experimental data for the correlation properties of the synchronized mode. We write the appropriate master equation converted then into the Fokker-Plank equation for the cluster distribution function and analyze the formation of the critical car cluster due to the climb over a certain potential barrier. The further cluster growth irreversibly gives rise to the jam formation. Numerical estimates of the obtained characteristics and the experimental data of the traffic breakdown are compared. In particular, we draw a conclusion that the characteristic intrinsic time scale of the breakdown phenomenon should be about one minute and explain the case why the traffic volume interval inside which traffic breakdown is observed is sufficiently wide.Comment: RevTeX 4, 14 pages, 10 figure

Evaluation of Arterial Corridor Improvements and Traffic Management Plans in Florida [Summary]

University of Florida researchers examined the effectiveness of ASCT in one of several pilot locations where ASCT is being implemented. The research team conducted a literature review and an overview of industry practice on Regional Traffic Operations Programs (RTOP). This task proved especially valuable in focusing the goals and further tasks of the overall project

Developing standard pedestrian-equivalent factors: passenger car–equivalent approach for dealing with pedestrian diversity

Similar to vehicular traffic, pedestrians, despite having diverse capabilities and body sizes, can be classified as heterogeneous. The use of vehicular traffic resolves the diversity issue with a conversion of heterogeneous vehicle flow into an equivalent flow with the use of passenger car–equivalent (PCE) factors. Analysis of pedestrian flow has yet to incorporate pedestrian diversity analysis implicitly into the design of pedestrian facilities, although some form of adjustment has been suggested. This paper introduces the concept of PCE-type factors for mixed pedestrian traffic called standard pedestrian-equivalent (SPE) factors. Estimates of SPE factors are made relative to the average commuter. The equivalent total travel time approach for PCE estimation was adapted to consider the effects of the differences in physical and operational characteristics of pedestrians, particularly walking speed and body size. Microsimulation of pedestrians was employed to evaluate hypothetical pedestrian proportions so as to generate corresponding flow relationships. Walking speeds and body sizes were varied across different flow conditions, walkway widths, and proportions of other pedestrian types. The first part of this paper explores how the two pedestrian characteristics (walking speed and body size) influence estimated SPE factors. The second part is a case study in which field-collected data illustrate SPE factors calculated for older adults, obese pedestrians, and their combination. An application of SPE factors demonstrates the robustness of the methodology in bridging the gap between pedestrian compositions and planning practice

Before and After-Implementation Studies of Advanced Signal Control Technologies in Florida

BDV32 TWO 977-05The Florida Department of Transportation (FDOT) has proposed the implementation of Adaptive Signal Control Technologies (ASCT) on eight corridors in Florida to overcome the limitations of traditional signal systems in cases of changes in traffic demand, weather, incidents, etc. The main objectives of this project are to evaluate the implementation of proposed ASCT traffic operations at several arterial corridors in Florida, before and after the installation of specific ASCT, document the advantages and disadvantages of different approaches and implementations, and provide recommendations for state-wide implementation of ASCT. The mobility and safety benefits of the ASCT implementation are assessed by comparing performance measures of time of the day (TOD) plans versus ASCT through field data collection. Two critical intersections are identified within each corridor and performance measures such as corridor travel time, intersection delay, major and minor street queues, turning movement etc. are collected. Crash data are collected over a period of fifty-nine months for safety analysis. A Benefit-Cost analysis is conducted by monetizing safety and mobility benefits. The summary field data are used to build regression models of performance measures as functions of site characteristics. Qualitative observations and institutional issues are obtained by interviewing local staff. Recommendations are made on the suitability of corridors for ASCT implementation, and guidelines are provided for effective field implementation

Traffic and Related Self-Driven Many-Particle Systems

Since the subject of traffic dynamics has captured the interest of physicists, many astonishing effects have been revealed and explained. Some of the questions now understood are the following: Why are vehicles sometimes stopped by so-called ``phantom traffic jams'', although they all like to drive fast? What are the mechanisms behind stop-and-go traffic? Why are there several different kinds of congestion, and how are they related? Why do most traffic jams occur considerably before the road capacity is reached? Can a temporary reduction of the traffic volume cause a lasting traffic jam? Under which conditions can speed limits speed up traffic? Why do pedestrians moving in opposite directions normally organize in lanes, while similar systems are ``freezing by heating''? Why do self-organizing systems tend to reach an optimal state? Why do panicking pedestrians produce dangerous deadlocks? All these questions have been answered by applying and extending methods from statistical physics and non-linear dynamics to self-driven many-particle systems. This review article on traffic introduces (i) empirically data, facts, and observations, (ii) the main approaches to pedestrian, highway, and city traffic, (iii) microscopic (particle-based), mesoscopic (gas-kinetic), and macroscopic (fluid-dynamic) models. Attention is also paid to the formulation of a micro-macro link, to aspects of universality, and to other unifying concepts like a general modelling framework for self-driven many-particle systems, including spin systems. Subjects such as the optimization of traffic flows and relations to biological or socio-economic systems such as bacterial colonies, flocks of birds, panics, and stock market dynamics are discussed as well.Comment: A shortened version of this article will appear in Reviews of Modern Physics, an extended one as a book. The 63 figures were omitted because of storage capacity. For related work see http://www.helbing.org