Intelligent Transportation Systems - Science topic

I look forward to learn more about this opportunity to share completed and ongoing research in our work that focuses on the reintroduction of passenger rail linking Edmonton to Calgary and Calgary to Yellowstone, Glacier and Banff National Parks.

My email is engage@integrated.travel

Sincerely

Vern Raincock

Please let me know if anyone is interested to o

Dear Dr. Sargiotis!

Your project is very important also from the point of military logistics - cyberspace is already at risk in the context of EU - Russia relations:

1) Simola, J., & Pöyhönen, J. (2022). Emerging Cyber risk Challenges in Maritime Transportation. In R. P. Griffin, U. Tatarand, & B. Yankson (Eds.), ICCWS 2022 : Proceedings of the 17th International Conference on Cyber Warfare and Security (17, pp. 306-314). Academic Conferences International. The proceedings of the ... international conference on cyber warfare and security. https://doi.org/10.34190/iccws.17.1.46 Available at:

2 )Zezhou Wang, Xiang Liu, Cyber security of railway cyber-physical system (CPS) – A risk management methodology, Communications in Transportation Research, Volume 2, 2022, https://doi.org/10.1016/j.commtr.2022.100078, Open access:

Yours sincerely, Bulcsu Szekely

Dear Dr. Afshar!

I found resources you might well find of value to your work in progress:

1) de Oliveira, G.G., Iano, Y., Vaz, G.C. et al. Data collection and analysis applied to intelligent transportation systems: a case study on public transportation. Discov Artif Intell 3, 13 (2023). https://doi.org/10.1007/s44163-023-00059-3, Open access:

2) Joash Mageto, Hossana Twinomurinzi, Rose Luke, Siyabonga Mhlongo, Kelvin Bwalya & Stella Bvuma (2022) Building resilience into smart mobility for urban cities: an emerging economy perspective, International Journal of Production Research, DOI: 10.1080/00207543.2022.2139866, Available at:

3) M. Angelidou, C. Politis, A. Panori, T. Bakratsas, K. Fellnhofer,

Emerging smart city, transport and energy trends in urban settings: Results of a pan-European foresight exercise with 120 experts, Technological Forecasting and Social Change, Volume 183, 2022, Open access:

4) Qiao, S., Huang, G., & Yeh, A. G.-O. (2022). Mobility as a Service and urban infrastructure: From concept to practice. Transactions in Urban Data, Science, and Technology, 1(1–2), 16–36. https://doi.org/10.1177/27541231221114171, Free access:

Yours sincerely, Bulcsu Szekely

'Your perspective is very interesting, can you recommend literature for further reading?'

Dear Malakia David Naholo ,

There are many good articles on the subject...

For example, I research and develop a wide range of cognitive assistive technologies.... I believe that such technologies should have human-like intuition to anticipate the development of any situation... (my book on this subject was published in october)... Intuition requires Big Data... My masters are implementing this approach in "Smart Home"...

Yurii

Dear Alexei

Sorry for the delay. The Thesis is in Portuguese, but the results were presented in the 2020 PLEA.

https://ruc.udc.es/dspace/handle/2183/26695

FORTES, M. B. ; GIACAGLIA, M. E. ; DUARTE, Denise . Disruptive Technologies on Mobility Raising New Opportunities for Urban Design. In: PLEA 2020 - Planning Post Carbon Cities, 2020, A Coruña. Proceedings of the 35th International Conference on Passive and Low Energy Architecture. A Coruña: University of A Coruña, 2020. v. 1. p. 600-605.

Dear Dr. Yang Ying ,

I suggest you to have a look at the following, interesting reference:

Available at: https://www.smartertransport.uk/smarter-cambridge-transport-urban-congestion-enquiry/

My best regards, Amir Beketov.

Dear Dr. Mehmet Tektas ,

I suggest you to have a look at the following, interesting reference:

My best regards, Amir Beketov.

It has triggered international competition and popularized the use of Intelligent transportation systems.

Hi Muhammad Zahid Khattak , I have this kind of data.

Write me and we will discuss about the possibility to make some experiments together.

The following is a scientific research article which is available by Open Access on the Internet; simply click on the LINK:

Best wishes with your research.

Generally, I am agree with Javid Jafarov and Volodimir Mitarchuk. Additionaly;

As the unpredictable development of artificial intelligence systems continues, there will be more than autonomous vehicle systems combined with developments in the internet of things. For example: While planning the routes and times of existing lines with artificial intelligence, it will also indicate how many vehicles you need to have in the future. However, the system that performs these will also inspect and route autonomous public transport vehicles on the field, provide a route to them, immediately intervene in judicial incidents, inform the authorized units in case of natural disasters and inter-city accidents passing through rural areas. To give another example; Artificial intelligence, which constantly monitors the images inside the vehicle, will automatically detect the person who committed theft crime and inform the nearest police units ... Maybe in the future, such forensic cases will be intervened with humanoid robot cops.

Advances in the internet of things will lead to incredible advances in the field of vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V) communication. While communication costs are falling, almost the limits will be lifted in areas where you can control autonomous vehicles.

As far as this goes, it goes with imagination .. But I think most importantly It should be studied on artificial intelligence roof systems that will control artificial intelligence systems.

Dear Prof. Tektas!

You pointed to a very relevant point. May I argue that digital transformation brings in opportunity for intelligent transportation systems and so accelerate the emergence of novel solutions:

1) Hassanien, Aboul-Ella, Darwish, Ashraf (Eds.) (2021). Digital Transformation and Emerging Technologies for Fighting COVID-19 Pandemic: Innovative Approaches, © 2021 Springer Nature Switzerland AG, Available at: https://www.springer.com/gp/book/9783030633066

2) A case-study: Nigel Halpern et al. (2021).Ready for digital transformation? The effect of organisational readiness, innovation, airport size and ownership on digital change at airports, Journal of Air Transport Management, Volume 90, January 2021, Open access:

3) Feng Li (2020). Leading digital transformation: three emerging approaches for managing the transition, International Journal of Operations & Production Management, July 2020, Citation: "The research finds that at least three new approaches are emerging in leading organizations, which are (1) innovating by experimenting, (2) radical transformation via successive incremental changes and (3) dynamic sustainable advantages through an evolving portfolio of temporary advantages." Available at:

In conclusion please let me argue that successful implementation of digital transformation in intelligent transport system - projects needs utilization of strategy combining open innovation with open science.

Yours sincerely, Bulcsu Szekely

Thank you very much Dear Sevcan for your contribution. ANN is widdely used in recognition and classification and prediction .

Try this one for free. It’s Caltrans Performance Measurement System (PeMS). The traffic data is collected in real-time from over 39,000 individual detectors. These sensors span the freeway system across all major metropolitan areas of the State of California.

Link:

In my opinion, a good city planning is the best way to prevent traffic congestion before it happens since planning is the root cause of this problem.

It’s like this quote: “If the first button in a shirt is put wrong, then every button will be wrong”.

However, if congestion does happen, shifting people from private cars to public transit by promoting transit oriented development, taxing private cars, and improving public transit infrastructures will do (in my opinion).

If self-driving reaches car-as-a-service companies (uber is working on it), you might the strange scenario of see empty cars running around, burning fuel while picking up customers. While this is probably a slight emissions reduction (80-90 kg less weight), it will certainly look odd and unecological to people watching it.

Anyway, there aren't many studies because self-driving is still in its infancy and we lack field data. There may be a reducion overall, but I don't believe it will be significant. Those 2-4% mentioned by Zeashan look about right.

I also do not know anything about LPWAN

You can try PTV VISSIM or AnyLogic Simulation softwares

I think future ramp metering for connected vehicles will take place automatically according to the communication protocol of the vehicles. You can review the following publication in this regard.

What journals would you like to target?

Do you aim for a conceptual or empirical paper?

Yes. Broadly speaking, there are several topics, which come under the umbrella of ITS. Recently, IEEE has encouraged to address the subject topic using novel technologies, which are very common nowadays, for instance, Blockchain, deep learning, and so on.

For your reference, please have a look at the various upcoming issues of ITS. This basically shows the importance of the domain. Researchers from academia and industry are putting a solid effort to address the issues pointed out by IEEE society.

Here is the link to see the upcoming issues of Intelligent Transportation Systems.

https://www.ieee-itss.org/its-transactions-special-issues

The speed limits have the key=maxspeed and value=Speed in OSM and are displayed as lines ( https://wiki.openstreetmap.org/wiki/Map_Features ). After extracting all lines with the given key and value you could extract the points in R using the SpatialLinesMidPoints-function:

https://www.rdocumentation.org/packages/maptools/versions/0.9-9/topics/SpatialLinesMidPoints

Good luck!

Philipp

hi Mahdiyeh

conceptDraw is the most completed application in this field and its link is :

https://www.conceptdraw.com/solution-park/vehicular-networking

Simulation of Urban MObility

What exactly are you looking for?

interest

Dear Kirti,

I suggest you to see links and attached files on topic.

Soft Computing Applications in Traffic and Transport Systems: A Review https://www.researchgate.net/.../225333572_Soft_Computing_App...

Soft Computing for Hybrid Intelligent Systems | Oscar Castillo | Springer

A Hybrid Short-Term Traffic Flow Prediction Model Based on Singular ...

Applications of Soft Computing in Intelligent Transportation Systems

Best regards

There are many advantages of data mining over the macroscopic approaches, In general the macroscopic approaches are less complex and easy to implement. Anyhow, congestion in many traffic scenario can be approximated by by higher order traffic flow models, one can get the realistic characterization of traffic flow using the HOM.

Intelligent Transportation Systems (ITS) are advanced applications or services that combine communication, information and positioning technologies withtransportation engineering.

They favor:

The quality of service and comfort for the user, safety, better coordination for traffic management. They facilitate the transfer to means of transport that are more economical in terms of time, cost or ene

ITS can be found in several fields of activity: optimizing the use of transport infrastructure, improving safety (including road safety), and developing services. The use of ITS is also part of a context of sustainable development: these new systems contribute to the control of mobility by favoring other modes that are more respectful of the environment.

ITS intervene in a global context of traffic congestion on the one hand and development of new information technologies on the other hand, particularly in the fields of simulation, real-time control and networks of information. telecommunication.

The world of research has begun to mobilize around the 1960s to fight against the harmful effects of traffic congestion.

To know the characteristics of the networks, the characteristics of the demand of traffic and the recurring problems, it is essential to have databases. The new technologies based on the ITS make it possible to store large volumes of information.

The challenge today lies in managing these data. For example, creating a common database of data from different operators is useful for analyzing and understanding traffic situations.

ITS are used in public transport to optimize the operation of the network, to improve user comfort and safety. They are grouped under the name (Operating Support Systems and Traveler Information)

I noticed that some applicants have listed me as his/her reference. Please DO NOT list me as your reference when applying. The reference letters should be from those who know you. Thanks.

as a part of circular economy such transformation brings smaller, greener, flexible autonomous vehicles that impact transportation in smart cities

First, I would suggest you to submit your paper to one of the following conferences TRB Annual Meeting, World Conference on Transportation Science (WCTRS), Eastern Asia Society for Transportation Studies (EASTS). But if you feel confident that you made a quite contribution to the field of transportation then you may try to submit your paper to the following journals:

1. Computer-Aided Civil and Infrastructure Engineeringhttps://onlinelibrary.wiley.com/journal/14678667

2. ASCE Journals

3. Transportation Research Part C: Emerging Technologies

You may also have a look to www.sciencedirect.com or web of science web sites for more transportation related journals.

Good luck

Dear Dilshan,

Here are some experiences from Singapore on developing an integrated multi-modal transport system.

Hope you find these articles are interesting to read.

Best, Tao

Intelligent Transport Systems cover technologies based on the use and application of information and communication technologies in the transport sector, which are used to provide services for people, vehicles and infrastructure on the way to a Smart City.

The basic concern is to guarantee, secure and increase the mobility of road users. Mobility must be seen as a basic human need on the one hand, and as a possibility linked to infrastructure to pursue daily activities at different locations on the other. Mobility is therefore both a characteristic of the quality of life of individuals and a prerequisite for the economic success of society as a whole.

Intelligent transport systems make significant contributions to maintaining mobility into old age. It can be assumed that the future demand for individual and public transport will continue to increase, precisely because of the demographic development in industrial nations. To be able to meet this higher demand, the existing traffic infrastructure must be operated efficiently in terms of energy efficiency and environmental compatibility. A major contribution to this must be made by the increased use of intelligent transport systems with which an increase in traffic efficiency and traffic safety can be achieved.

We have done some research based on our concern. I am agree with Murugappan M. Classifier is not a problem, even statistically it can be classify. What you need is significant information in your EEG signal. All the best for your research....

I read numerous of papers and never met this topic. Do you mean e.g. limited access for S-D cars?

Dear Saad,

There is a mathematical theorem linking some quantities: Little's law for queuing systems isL=λW: the average queue length equals the average arrival rate times the average waiting time in the system.

It means you should not diverge too much from that without clearly violating at least one hypothesis. Usual deviations are:

Then, I can discuss more about interpreting results, because cooperative intersection is a topic I have highly investigated. But before going to theory (optimization criteria, mathematical tools, hypotheses...), check the simple issues I have mentioned.

Best regards,

Arnaud

 You are welcome; I guess the first link is the nearest to your question. 

Best regards

You may want to watch this video:

Dear Hussain,

In polish metropolitan area it is different, becouse they are several public transportation, e.g.: buses (one and more administrators) + tramps, buses + trains + tramps, etc.). For example, in Poznan (Poland) population number of 550 000 permanent residents + about 100 000 temporary residents (students):

- main operator of public bus system in Poznan city  - about 300 buses

- others operators (Poznan Distict) - about 100 buses

Hi! This is not exactly what you are looking for, but it might help:

You can also check this: http://www.parking-net.com/parking-news/apcoa/real-cost-of-parking and this: https://setis.ec.europa.eu/system/files/Driving_and_parking_patterns_of_European_car_drivers-a_mobility_survey.pdf

Good luck!

you can normalize inputs using formula: x_norm = ((x-x_min)(d2-d1)/(x_max - x_min))+d1. xmin, xmax - inputs interval. d1,d2 - normalize interval. i know recommends than d1, d2 are the values as output interval of neuron activation function.

Hi, This is something that might be helpful

All of the above.  I paste below a section excerpted from a recent chapter I have written.

The emergence and adoption of autonomous vehicles is expected to accelerate certain trends already underway in terms of shared urban mobility, and to enable new mobility service models that bridge traditional transit service and personal mobility, resulting in new hybrid forms....These potential changes in the supply of transportation and mobility at the urban scale are difficult to predict and characterize for the purpose of developing specific planning tools, and forecasting the demand for these services over time.  

While it may be difficult to predict exactly which services may emerge in a certain locale, and the extent and type of demand these might serve, the following aspects can be noted based on current understanding of travel behavior and the expected features of autonomous vehicles.

a.    It is a given that driverless vehicles will enable new forms of mobility supply.  By eliminating the cost and performance limitations of human drivers, and increasing the ease of communicating instructions to both vehicles and travelers, autonomous vehicle fleets can be operated efficiently to deliver dynamically scheduled services to individuals riding privately or in shared vehicles.

b.    New forms of car sharing with greater convenience may reduce the motivation for individual ownership.  With driverless cars, availability of a vehicle in sharing services such as Zipcar and Enterprise car share (formerly Igo) is not limited to the nearest lot. Vehicles can be repositioned dynamically to the user’s location from anywhere in the city.

c.     Ride and car sharing marketplaces will likely expand with driverless vehicles, following, for example, platforms developed by ride-hailing app companies like Uber and Lyft.  This would contribute to reducing the cost and uncertainty of the sharing model by increasing the supply pool and enabling rapid dispatch of driverless vehicles.

d.    The realm between personal transportation and public mobility can widen considerably to include various hybrid forms.  Many agencies have already embraced a spectrum or suite of services in order to reduce operating costs in lower-density metropolitan areas. Experimenting with a fleet of smaller vehicles, casual sharing, and more traditional vanpools and guaranteed ride home programs, agencies have explored many options to move people over low-density areas or at odd times of day. Services in this spectrum, which fall between purely fixed-route and purely demand-responsive and can be described as “semi-flexible”. These services typically include a set of stops with a predetermined schedule along with sections of a service area where service is flexible (e.g. route deviation), possibly with door-to-door service. The premise of these services is that in low-density areas, certain points will have higher demand at different times of day (e.g. hospitals, dedicated guideway transit, major employment/retail centers). Imposing some structure, but still allowing flexibility, can create more efficient tours while remaining intuitive and user-friendly.  With autonomous vehicles, greater dispatching flexibility is possible, enabling the equivalent of personalized service at times, and shared rides at others, depending on the specific demands prevailing at a certain time.

e.    What will become of public transit as we know it?   With transit companies adopting a broader portfolio of services, possibly in conjunction with third parties, one could envision disappearance of conventional fixed-route, fixed-schedule bus service in most lower-density communities, supplanted by driverless, personalized service at low density and shared hybrid forms at medium densities; and greater focus on frequent rapid service along dedicated right of way (rail and/or BRT) in higher-density travel corridors, made more efficient and accessible via driverless hybrid options.

Some of these trends are beginning to emerge today.  Several communities are experimenting with hybrid forms of public transit. Car sharing programs are thriving in many cities.  Ride-hailing app companies (Uber, Lyft) that dramatically increase the pool of available vehicles to serve customer requests (albeit on still controversial regulatory grounds) have become household names in many cities around the world.  Some of these same companies, especially Lyft, are making a concerted effort to tailor services to better complement existing transit services by, for example, providing access to rail transit stations (e.g. http://take.lyft.com/friendswithtransit/, accessed December 21, 2015).  In Finland, the city of Helsinki received a lot of attention in transportation planning circles when it announced its goal of no more private car ownership in the city, all the while while offering individual and shared public personal urban mobility through a city-managed virtual platform.  

Hi Umair, I recently proposed a data-driven car-following model in the following paper: A simple nonparametric car-following model driven by field data. Transportation Research Part B, 80(2015), 185–201. Hopefully, it may help. 

In my opinion, either 40f. containers or 20f. containers are structure in that way so that they can not easily be damaged while stowing or causing any other deficiencies in the  operation processes when loading, discharging or transshipped. Added to this regarding your consideration it can be note that YES it might be possible to make containers weight a little bit less, but this will for example save 1 container out of 20 in terms of weight.

Moreover, making such innovations like reducing the weight of the construction would not be a solution that will bring a development in the liner shipping industry, unless this is proved to be efficient whilst avoiding any deficiencies, since lots of losses will be created.

Instead. economies of scale can be illustrated through the reduction of fuel prices, taking into account its particulars.

Hi Martin, thank you for the nice clarification.  I now have a better appreciation for your question.  Here's my take: consider the following estimation problem: Let x_i denote the a sample of exogenous variables and let w denote the vector of prefactors of x.  For simplicity, let's say f(x_i) = w.x_i + w_0, that is, we are fitting a linear function and where w_0 is an intercept.  A general estimation problem is given by 

minimize [ \sum_i L( x_i, f(x_i) ) ] + \lambda ||w||_2,

where L(,) is a "loss"/distance function, \lambda is a constant weight (Lagrangian multiplier) and ||.||_2 is the l_2 norm.

The second term "\lambda ||w||_2" is interpreted as a rugularizer, which is usually included to mitigate the possibility of over-fitting and to promote a unique solution to the estimation problem.

For LSE minimization, one chooses an l_2 distance for the loss function, "L(,)".  For SVM regression, one chooses an l_1 distance function (the absolute value).  The difference between these two loss functions is that the l_1 distance function promotes solutions which are sparse, i.e., solution vectors with many zero entries.  In the context of SVMs, this translates to only a small number of points in the dataset dictating the form of the fitted function f(); namely, those which lie on the boundary of the margin.

So, I guess your question boils down to: when is sparsity a preferred property?  In general, I think the answer depends on context.  Sparsity has its advantages when dealing with very large datasets and one is interested in understanding which small subset of the samples is most representative of the entire set.  It is also a key attribute for compression. 

I hope this provides some clues towards an answer to your question.  This is indeed a very interesting question.

Information and education - the most important factors. It is very important to get society (and institutions will be involved in the process) acceptance before implementation.

You can start with ITS architecture e.g. eframe (http://www.frame-online.net/)

Hi, Maybe this report can be useful for you.

Road Safety Impact of New Technologies, by OCDE

Here there are others...

(2013) The evolution of urban traffic control. changing policy and technology

(2009) Beyond ‘‘best practice” road safety thinking and systems management

Kind regards

Of course  there can be more than one company available and that one company may use one system and another May use another.  Yes, this widens the choices set available.  But really to answer his question appropriately, we really need a better understanding or the problem under consideration, rather than both of us guessing at the problem.  Still, if the elasticity of demand is minute and/or price "explains" only a small proportion of the overall variability in use (cab ride choices). And these are not the same things, while other factors seem to explain much more, then price is playing a very small role in the decision.  

Yes, the choices available under monopoly, which may occur in certain times and places, is not at all the general case, but might be a good starting point in understanding the decisions involved.  From there, one may consider the case where the choice set is expanded to two competing selers.  Then it might be instructive to consider the choices of the competitors seeking customers and revenues (what they are really after) and then the "competitive game" between the two sellers.  From there, the choice set can be expanded and then finally generalized to many sellers.  

I would think hick that two sellers would probably adopt similar policies as is suggested by the work of Harold Hotelling, 1929, "Stability in Competition." Others have shown that if competition plays out in multiple dimensions, this result may not hold, so if competition is in both a price system dimension and a greeness dimension, then the stability is lost.  With odd numbers of competitors, stability is also lost.  

You are right that I was presumptive about the choices of pricing systems being just a seller choice, but unless forced to give such choices among pricing schemes to customers, it seems that giving customers such a choice of schemes is a decision made by the seller.  I would think that if the rate schedules are the choice of the sellers, not regulators, then in rates will be adjusted so that the expected value (EV) is the same across pricing systems--same  expected value from the seller's perspective,  from any one buyer's perspective, the EV may not be the same.

Peter, what I had said at first to Mr. Certicky was that he should look not just to psychology for answers but to other social sciences as well.  The answer to his question depends less on the discipline perspective than on the ultimate rem

The bottleneck model may be a good approach for dynamic modeling. It assumes a fixed capacity to the bottleneck, with all demand exceeding capacity forced to wait before the bottleneck.

I didnt attach the link . Its down here

Normally, there are two steps for license plate recognition. First is to detect it (plate localization), then second is the recognition part. In of one my students work, we were trying to detect and recognize white characters with blackbackground (normal plate) and black characters with white background (taxi plate). First, we find valid blobs after thresholding the image (using Niblack's method). Then, we measure the inter and intra properties of this blobs. Inter properties in basically is what Ka-Chu Wong mentioned in his 1st approach. The intra propeties in the distance and angle between blobs as well as their consistency in size. Once this is confirmed, the blob is then passed to the recognition part.

This just a short summary of what we have done in our approach for detecting and recognizing Malaysia car plate, which is quite tough since the plate can come in many different styles.

If you're are interested we can pass you some of our papers that we have published.

If you want to do it on your infrastructure, you can use pgouting (http://pgrouting.org/ for routing) which works with OSM data (http://pgrouting.org/docs/tools/osm2pgrouting.html)

Can any body suggest how to build Obstructed LOS Vehicular channel?

Yes, Saed. When I get coordinates I store them into a PostGIS database. I don know if you understand spanish but here you have an example

At last, you oly have to store latlon data. OSM data are available from the OSM website and you can display your data on OSM maps as WKT vector objects

Turkay, Thank you for the file.

As far as I can figure it out, this resembles an automated warehouse that would be fitted inside the container vessel. The platforms, horizontal and vertical, are moving platforms, right?

I am afraid I don't like the idea because it steals a lot of space from the vessel, probably a quarter to a third. This would require much larger ships for the same TEU capacity and the extra saved time at the port, even with the savings from suppressing the gantry cranes and the corresponding lower port tariffs, wouldn't compensate. Besides, existing quays would have to cope with extra size for the same cargo.

Some 3 years ago I had the idea of a "container wall" for the container yard, to replace the stacking/unstacking of containers with a system that is no more than a simple structure where containers are fitted to by using the corner casting twistlocks. There would be containers on both sides of the wall and a pathway between walls for trailers - a street. A loaded trailer would enter the street and a moving crane on top of the wall would pick the container and fit it to a slot on the wall. To pick up the container, the inverse operation is performed. No stacking/unstacking and no gantries in the yard. Some details are still not solved, but one of these days I will probably look at it in a deeper way.

In fact this has similarities with your pallet system.

Slowness is offset by optimization of available space, ease of predictability, reliability, 24-hour operation, lack of labour strikes, lower long-term costs.

you're right Imegh but time is an important factor in message communication (specially safety messages exchanging in VANET) and full encryption is a time consuming process that where possible, we should avoid it.

Maybe you should contact Dr. denis Gingras at University of Sherbrooke

In the UK, we have "STATS19" data, which comes from the police reports of all road accidents. It contains safety data on cyclists and pedestrians, as well as other modes, along with co-ordinates - see here http://data.gov.uk/dataset/road-accidents-safety-data/ Not sure what the equivalent is for the USA...

If I understand your question correctly, this is a standard way of doing traffic control. You can look at one of our books or papers to get an idea.

Feedback Control Theory for Dynamic Traffic Assignment (Advances in Industrial Control) - Pushkin Kachroo (Author), Kaan Ozbay (Author)

Feedback Ramp Metering in Intelligent Transportation Systems

Pushkin Kachroo (Author), Kaan Ozbay (Author)