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Dear colleagues,
Does anyone know if there are any reference values (i.e., thresholds, service levels) for urban planning practices and analysis, considering the following indicators?
1) criminality/criminal occurrences (*)
2) accidents between vehicles and pedestrians
3) average volume of motorized traffic (in urban areas)
Are there international standards, for example, from ISO or another institution? I would appreciate it if anyone could point out a reference source (link to an article, report, or standard) to support the information.
Thank you for your attention.
_____________
(*) For crime, I found only the Homicide Rate as a reference indicator (but without thresholds). This indicator seems to me to be extremely limiting since it ignores other types of crimes that are more common and affect more people, such as robberies (with or without weapons) and theft, in addition to neglecting sexual crimes and assaults (also grave) and vandalism (lighter). It seems that focusing only on homicides is reductionist and omits other risks to the population.
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I suggest you to have a look at the following, interesting references:
- Global status report on road safety: time for action.
1.Accidents, Traffic - statistics and numerical data. 2.Accidents, Traffic - trends. 3.Wounds and injuries - epidemiology. 4.Safety - statistics and numerical data. 5.Data collection. I.World Health Organization. Dept. of Violence and Injury Prevention.
- TAG UNIT A4.1 - Social Impact Appraisal - GOV.UK
1 Social Impact Appraisal. 2 Accidents Impacts. 3 Physical Activity Impacts. 4 Security Impacts. 5 Severance Impacts. 6 Journey Quality Impacts and etc.
- Crime, Violence, and Development: Trends, Costs, and Policy Options in the Caribbean
A Joint Report by the United Nations Office on Drugs and Crime and the Latin America and the Caribbean Region of the World Bank
- Sustainable Transport Evaluation. Developing Practical Tools for Evaluation in the Context of the CSD Process
UNITED NATIONS DEPARTMENT OF ECONOMIC AND SOCIAL AFFAIRS
Commission on Sustainable Development. Nineteenth Session. 2-13 May 2011
My best regards, Amir Beketov.
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Calibrating a mic-simulation model is a tricky subject and I am working on calibrating SUMO model parameters. When I examined the literature on this subject, I did not come across a customized calibration approach for certain types of road networks. I will be glad to communicate and share information with those who have knowledge on this subject.
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According to Rakha et al. (1996), calibration can be defined as the method of selecting the best set of model input parameters to address differences between the model’s default assumptions/conditions, and those actually observed locally (Rakha et al. 1996). Park and Schneeberger (2003) further suggest that traffic simulation software contains many default values, allowing the modeller access to modify variables and parameters; the authors prescribed that changes to simulation software set parameters for calibration purposes should be justified and defensible by the modeller, as ‘many of the parameters used in simulation models are difficult to measure in the field, yet they can have a substantial impact on the model’s performance’ (Park & Schneeberger 2003, p. 1).
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I'm interested in extracting the vehicles' trajectory of each vehicle during my simulation. I'm not sure if there is a way to export each vehicle trajectory (x, y, time-stamp). I'm considering a signalized intersection.
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Alceu Dal Bosco Junior , many thanks for you suggestion. Just to add to the discussion below a script to export .fzp file to excel.
`# -*- coding: utf-8 -*-
"""
Created on Mon Feb 28 10:33:07 2022
This script export a xlsx file from the .fzp
VISSIM's direct output
See Jupyter Notebook for plot results on :
@author: agustinguerra
"""
from pathlib import Path
import pandas as pd
import os
from datetime import datetime
# get time to save excel data files
now = datetime.now()
current_time = now.strftime("%y%m%d_%H%M%S")
# seek for fzp file and transfor to text
file_name = 'Speed At Signals_001.fzp'
p = Path(file_name)
# save text if no text file in directory
if os.path.exists(file_name):
p.rename(p.with_suffix('.txt'))
# open text file get right lines to read from
file = open("Speed At Signals_001.txt", "r")
lines_list = file.readlines()[20:]
file.close()
# write to txt file the data
textfile = open("Speed At Signals_001.txt", "w")
for element in lines_list:
textfile.write(element)
textfile.close()
# read data frame and save it to notebook directory
read_file = pd.read_csv('Speed At Signals_001.txt', sep='delimiter', delimiter=';', )
column_names = ["time", "vehID", "lane", "lane_index", "position", "des_speed", "dist_tsb", "speed", "acc"]
path_to_notebook = os.path.dirname(os.getcwd()) + "\\Notebooks\\"+str(current_time)+".xlsx"
read_file.to_excel(path_to_notebook, index=False, header=column_names)
`
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The boundaries of my investigations limits by real implementation on cities which are too far from driverless cars, ITS or other hyperllops-like decisions. I carefully examined,perhaps, all the existed models and approaches from japanees "Jamology", limitations of transport flows in the centre (of London,tax model), VANET, platooning, V2X, SCATS, SCOOT, traffic lights management and other methods which have some limitations from 'non detected' [without any sensors] vehicles (old cars, mini bus taxies or so-called "root taxy" , horses and carts , motocyclies, scooters, etc. or the bypass roads (which have exits in the centre of calculating zone and make some deviations in algorithms).
Not everything is solved by the development of public transport. In our city, it is planned to build a subway for 20 years, but the zones of the city are developed according to their own laws without taking into account the plans laid down for the metro, and therefore part of the dug canals under the ground do not meet today's needs.
Similarly, with the development of cycling and pedestrian zones. In countries with sharply continental weather in the cold season, it is unlikely that the city dweller will choose a bicycle instead of his personal car while the temperatures below 20 °C. Bus routes can have a certain effect, but again, dedicated lanes are needed (consider adjustments to the law and traffic regulations) and the replacement of a fleet for more comfortable trips as well as more developed routes. Inspection of road regulation(the police) is not as much interested in solving the problems of traffic congestion. The main indicator of the success of their work is the minimum number of accidents and victims on the roads. Therefore, the lower the traffic flow rate or its "standing", the calmer. Thus, what solution can really be implemented in cities where there are no autonomous and flying cars, where the budget is not enough to build monorails and tunnel stations (junctions) to connect metro, buses and other vehicles in rooms with comfortable conditions (for example, Queensland , New Zealand)?
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Dear Alexei
Sorry for the delay. The Thesis is in Portuguese, but the results were presented in the 2020 PLEA.
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.
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the traffic light sometimes is easier to cause the traffic jam problem, if the designer don't make to many change to the both side of the road,such as the house and block building, what other aspect of things can be done to mitigate the traffic jam problem.
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Dear Dr. Yang Ying ,
I suggest you to have a look at the following, interesting reference:
- Reducing Traffic Congestion and Pollution in Urban Areas
Modern, sophisticated initiatives that are better than typical ‘big ideas’ include:
  • Optimise traffic-light management
  • Use CCTV to monitor road conditions
  • Enforce existing road traffic laws
  • Improve perceptions of buses
  • Extend residents’ parking zones
  • Charge for workplace parking
  • Improve cycling infrastructure
  • Improve bus services
  • Develop and refine park-and-ride
  • Use Inbound Flow Control
  • Rationalise distribution and deliveries
  • Existing rail network
  • Light rail
  • Strategic Road Network resilience
  • Road pricing
It is often incorrectly suggested that congestion may be solved with one big idea, such as:
  • Widen roads
  • Narrow roads
  • Add bus lanes
  • Remove bus lanes
  • Build tunnels
  • Build a new ring road
  • Build a light rail network
  • Switch off traffic lights
  • Ban cycling
  • Ban cars from city centres
  • Close through-routes to private vehicles
  • Close car parks
  • Build more car parks
  • Build more park-and-rides
  • Make buses free
  • Make park-and-ride free
  • Introduce a congestion charge/road pricing
- Reducing Traffic Congestion and Pollution in Urban Areas
My best regards, Amir Beketov.
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Road safety topics
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I suggest you to have a look at the following, interesting topics:
- Investigations of the influence of the urban road pavement roughness on movement of vehicles;
- Study of the impact of bus stops on city roads and streets on traffic flow and traffic safety;
- Study of the influence of transport and maintenance indicators of road surface of urban streets on traffic safety;
- Study of methods for assessing the quality of skid resistance of urban road surfaces.
My best regards, Amir Beketov.
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Intelligent Transportation Systems(ITS) are widely used in the world for traffic management. However, there are still many questions about the effective use of these systems. For example, are intelligent transportation systems used efficiently enough? Do different intelligent transportation systems have the ability to interact with each other? Is proactive control possible with traffic control centers? Can Artificial Intelligence be used for proactive work? Can the performance of the system or center be increased with artificial intelligence? I am curious about your ideas and/or experience on this subject.
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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.
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Hello,
I've been using python scripts to run vissim through the COM interface. I understand that there is a method to add user-defined methods to it. Particularly, I'm interested in running vissim in the background to reduce simulation turnaround time. As per the following webinar, it can be achieved by creating a 'HideVissim' extension in C# or F#.
They have uploaded their codes in Github which can be used directly. However, I'm unfamiliar with C#, F#, and .net. I'm struggling in implementing the suggested solution. I would be grateful if anyone could guide me through the process of adding those user-defined methods.
Every suggestion or comment is welcome. Thank you in advance.
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Most car-following models were developed on the basis of some theory, observational studies, or a combination of the two. Many researchers have also used machine-learning algorithms such as neural networks and deep-learning for modeling car-following behavior. But machine-learning approaches are sometimes criticized because they are black-box models.
Would you use a neural network / deep-learning car-following model in simulations for investigating crash behavior/emissions / autonomous/connected or general car-following behavior? Please share your opinion. Thanks.
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You have a point with "machine learning" being "black box". I may be old-school, but I follow Dr. W Edwards Deming's admonition of "beware the unmanned computer". Machine Learning models also ignore the 'null hypothesis' / you can be fooled by random noise. Most training I've seen is PROUD that they ignore the null hypothesis. Me, I'd rather poke around the data myself, and assess for random noise with a control chart.
I would suggest that if you are going to make predictions based upon a Machine Learning result - get the prediction for the next few time intervals, and stay quiet about it and see if the predictions were accurate. If they are not, you either got "fooled by randomness" (title of a very good book) or something was missing from the model.
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I used binary logistic regression to model the behavior of drivers' stop and go decision in dilemma zone. Now I have to estimate the elasticity of variables (corresponding change in outcome probability on changing one unit of X). My variables are of continuous and categorical nature. Any help would be highly appreciated.
P.S: I have uploaded the screenshot of one of the papers where author has calculated the elasticities.
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FGS try the videos or even z-library for some examples
Best, D Booth
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I have traffic volume data collected over seven days (morning and evening daily) in 15-min intervals. I want to aggregate this seven-day (15 min counts) data into an hourly volume in order to visualize it through a heat map. Also, how to get AADT, ADT, DHV, and DDHV from this available data? Attached are the TMC sheets (All) in Excel/CSV format for seven days at an intersection (15-min interval counts).
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Dear All, within our new European project SYN+AIR related with the air transport we are executing an online survey which aims at identifing the mobility choices related to and from the airport. We are glad to invite you fill in the survey https://ec.europa.eu/eusurvey/runner/SYN_AIR_Traveller_Survey_2021 The questionnaire is available in 5 languages (English, Greek, Spanish, Italian, Serbian) and lasts approximately 10 minutes. All adults that travel or used to travel by plane (before the Covid-19 pandemics) can answer this survey. You may find information related to the project at http://syn-air.eu/
Please, feel free to share/disseminate this request. Thanks a lot for your attention and contribution. #SESAR #H2020 #SYN+AIR
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Dear Prof. Ottomanelli!
I have filled in the survey, you posted. It was a nice experience. May I kindly recommend you a B2B - platform - the registration is for free, and there are many free of charge webinars, etc. resources you might benefit from:
3) A recent webinar: Patrick Keliher, Regional FAE Manager (RTI) and Maxx Becker, Field Application Engineer (RTI) (2021). On the High Speed Data Line: Accelerating the Evolution of Rail Transportation, March18 2021, Please see further details at: https://www.brighttalk.com/webcast/18279/473029?utm_source=brighttalk-portal&utm_medium=web&utm_content=transportation%20&utm_term=search-result-2&utm_campaign=webcasts-search-results-feed
Yours sincerely, Bulcsu Szekely
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What is distress? Why the distress is a problem?Typical Causes of the distress?
Probable solution to the Problem in Pakistan ?
Discuss Solution to Potholes in Pakistan.
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Pavement distress particularly a road with asphalt concrete wearing course is coursed by heavy loading particularly at humps and bumps. It is manifested in form of rutting of road or excessive bleeding (too much asphalt on the top)
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hi everyone, I have developed a simulation of a roundabout with a fixed time regulation, the lines of traffic lights in the roundabout are for vehicle storage. my question is: when we regulate by tricolor light signals, should we make all the conflict zones inactive? and is it normal that we will have vehicles crossing each other? any help will be appreciated, thanks in advance
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you can still use conflict areas at a signalised intersection, but should be for movements where the gaps are not determined by the signal lanterns. these might be for particular movements where the headways determine the opportunities (even within a signalised intersection!). otherwise, leave them out.
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How Carpooling will reduce Traffic Congestion? I am researching on this in Islamabad.
What will be methodology to find out facts & figure?
Can any one suggest best software or Survey link which would be helpful.
I want to do publication on this topic.
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As far as I know, the same plan might create different events when executed multiple times in MATSIM. But, I am looking for a way that whenever I run a particular scenario for my agents, the output will be the same. By output I mean, for example, the time when the agents arrive at their work or the time when they depart the traffic lights. I am wondering if it is possible to do so by means of seeds in MATSIM?
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Hi Amirhosein,
running a MATSim scenario with the same inputs using the same seed in multiple runs should yield reproducible results regarding e.g. travel times, arrival times. This is, of course, only valid if you don't use replanning strategies that adapt routes, departure times or activity locations.
Best regards,
Daniel
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Does anyone know how we can model two different kinds of drivers on the conflict point (connector) at the highway exit ramp using microsimulation (VISSIM or Aimsun)? 1. drivers use the right-turn indicator to exit from the highway, 2. drivers do NOT use the right-turn indicator (violating drivers) but they are exiting from the highway. #VISSIM #TrafficModelling #Drivingbehaviour #Aimsum
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Using VISSIM's External Driver Model API may solve your problem. It gives you access to a lot of driving variables, in particular:
DRIVER_DATA_VEH_TURNING_INDICATOR
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I need some help with VISSIM. I have modeled an intersection where I would like to use no-changing lane rules near 100 ft of the traffic signal. Picture 1 shows intersection without applying lane change restriction, where vehicle 1 and vehicle 2 are changing lane near the traffic signal.
However, after applying no-lane change near the traffic signal, I found the picture 2 for EB direction. Actually, those two vehicles from picture 2 would like to turn left, but they are in no turning section. Therefore, they are not moving.
How may I apply no-lane changing near an intersection?
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Hi,
You shall make the connector sufficienctly long (say 100ft as per your requirement), and enable the NoLnChRAllVehTypes and NoLnChLAllVehTypes parameters in the link properties for the connector. Also, to prevent vehicles from having to make last minute decisions on changing the lane to follow a desired route, introduce the vehicle route decision point well upstream of the connector.
Hope this helps.
Best wishes,
Abdhul
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I have a link with multiple lanes; I want to calculate queue length on each lane at every timestep of a simulation run. I have explored the following options:
1) Makeshift method: creating separate links corresponding to each lane and define vehicle inputs separately. Insert the queue counter on each link. However, it would restrict lane change behavior.
2) Queue counter: It gives the maximum of queue length on individual lanes. I can apply a factor based on the vehicle turning ratio to estimate queue length on each lane.
3) Data collection points: Applying two such points on separate locations on each lane and processing the data from it. But, if vehicles changed lanes in between the two points, then it wouldn't give exact queue length
4) Node evaluation: Not sure how to implement it for each lane. I also suspect it will create an issue the same as the third point.
Let me know if you need any further clarification.
Any suggestions would be much appreciated! Thank you for your time.
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Thank you for expatiating on the idea; I got the gist of it. But I am reasonably new to Vissim and not sure about the complexity of implementation. I'll try to apply it and let you know.
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IoT/LPWAN User Survey Link: https://lnkd.in/dVdK-ea
-----------------
Dear Sir/Madam, We are surveying the use of Low-Power Wide-Area Network (LPWAN) technologies (e.g., LoRa, SigFox, NB-IoT) for the Internet of Things (IoT) solutions for Smart Cities and Transportation Systems. If you or your organization has relevant experience/practices in deploying LPWAN technology, we appreciate you can help take this survey on LPWAN applications. The survey is part of a research project sponsored by VDOT. We greatly appreciate if you can complete the survey by August 14, 2020. Thank you very much. ----------------- Thank you for your help in completing the survey!
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I do not know anything about LPWAN
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Dear colleagues in different fields of transport planning. I am currently conducting a study called "An integrated study of Park and Ride (P&R) facilities for sustainable urban mobility," which involves research and evaluation of the P&R system components in a mid-sized Latin American city. I have already researched the following: Land use, location of facilities, starting points for travel generation, catchment area, P&R demand, P&R capacity, dynamic accessibility, environment, interaction between (conventional, autonomous, electric vehicles with the P&R system)
I would like to know your opinion as transport planners, which other components should be taken into consideration. Thank you in advance for your feedback.
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The park and ride facilities should be integrated with all transport modes without focusing on only switching to the public transport . Additionally, the locations of park-and -ride facilities could be optimized and relocated with the long term plan of a city. And the operational management on a park-and-ride facility , which can be reflected in a reduction in process time. All of what you mentioned should be combined in a utility function where a travelers can maximize his/her benefit (time is a cost). Value of travel time is another topic which deserves your attention!
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Intelligent transportation systems provide many advantages as part of our daily lives. One of the most common applications of these current and increasingly widespread systems in our cities is intelligent junction control. The scope of the intelligent junction control concept which includes different approaches and algorithms, is quite wide. It is known that it needs realistic and objective technical knowledge to guide decision makers correctly. In this sense, what do you think the definition of intelligent intersection should include? Is a high-cost intersection control system with a lot of equipment always necessary? Or are the lower cost solutions that enable multi-plan control by only increasing the number of control programs? What should be the threshold or the transition point for the preference? Is it sufficient to make only cost-benefit analysis? To what extent should social benefits be taken into account for feasibility analysis? Sharing your views on this issue can be beneficial to many researchers and interested parties and can contribute to the spread of sustainable transportation (traffic management) systems.
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I heard recently from an agency that they consider that signals operate effectively if they change light from green to yellow to red, in that consecutive order and without interruption. So, what exactly is a good control is like a "beauty in the eye of the beholder". So, an agency first needs to be comfortable with level of operations quality or misery that non-optimal control generates to participants in traffic stream. Then, an agency needs to define operational measures (or objective functions more formally) that they would like to improve. If there is more than one such measure then they should be able to judge how to weigh each criterion. At this point we probably already lost their interest and attention as this is usually an overwhelming task for them but if anyone survives this point then it makes sense to talk about level of ITS equipment, primarily for sensing purposes and then finally the quality of the control algorithm. So, what we in academia usually put at forefront of our research (control algorithms) folks in practice usually care less.
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Speaking about the benefits and disadvantages of public transport many responded that the most annoying things about this service are waiting time (frequency), the accessibility of the transport (especially for people with disability) and the number of transfers. My question is: What could be the solution to all these problems? We don't want to use private cars since that would lead to a traffic problem (which we want to avoid). Have you heard of any "collective transport 2.0" that could improve the existing one?
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The issue you propose is important, since the existence of an efficient public transportation is essential for the improvement of mobility and fluidity of land traffic. In this sense, and in relation to the issue of waiting time, it is important to achieve that public transportation adjusts to fixed schedules, and that such schedules are established in the most realistic way, since sometimes people know beforehand that they will not stick to the set time, which can logically bother users. Also, in those cases where it is difficult to establish fixed schedules, an app could be created that the user can have in his/her cellphone, and that will check in real time where public vehicles are, and therefore exactly indicate the time that the user will have to wait. This could also reduce the problem of transfers, since users would be able to establish their routes beforehand, and therefore adjust to the already existing transportations, thus reducing the waiting time between one and the other. Lastly, in relation to accessibility, it is necessary to provide enough measures so that any person, regardless of their conditions, may be able to access the vehicles. This function must be a responsibility of the very same managers of public transportation.
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I am looking for suitable software (paid or free) that can be used for optimizing traffic light cycles at an intersection.
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You can not optimize cycle length using VISSIM.
VISSIM is an only simulation program. Therefore, all mathematical computations related to signal timings (cycle time, green times) should be made by the users. But, If you use VISTRO (it is an also PTV AG product) with VISSIM, you can optimize signal timings (green times and cycle lengths).
According to me, SIDRA Intersection can be used for optimizing signal timing. Because I think that it has a great mathametical framework. Besides, you can use Synchro, CORSIM and etc.
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I have 15-minutes traffic volume count data at different locations along a highway stretch. With this data, I want to calculate ADT and AADT.
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There are some typical coefficients that could be used to predict AADT from Peak hour volume and vice versa. The general equation is:
DDHV = AADT*K*D where DDHV= directional design hour volume (your 15-minute count times 4 times)
K = proportion of daily traffic occurring during the peak hour
D= proportion of peak hour traffic traveling in the peak direction of flow
There are some recommended values for K and D depending on the type of road (rural, suburban, urban, etc.)
You can check "traffic engineering" book by Roess, Prassas, and McShane for these values.
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please share material regarding the same. highly obliged
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Hi i have an eperimental study, i can share you my investigation,in this link:
Additional I add my methodology:
The experimental participatory method was used to visualize how people with disabilities acted within the physical environment of urban public transportation and their perception of information and communication technologies to access the service.
For this purpose, tests were coordinated with several users with various types of physical and sensorial disabilities (deaf and dumb individuals, blind, wheelchair users and disabled in lower extremities, which prove to be the most frequent users in the transport system); complying with the fundamental provision incurred by at least one with some type of disability different from the other, to test them from three scenarios in a sample of 10 participants. The first experiment consisted of asking the participants to go to Metrobus urban public transport from their homes to the final destination in an autonomous way. In the second experiment, participants were given a technological instrument of information and communication from two media: Mobile applications and internal information subsystems in transport to fulfill the same action. Finally, an experiment was proposed in which the participants inside the vehicle with the granted instruments, would find themselves with ergonomic spaces to their needs distributed for their particular comfort and safety; and they would not go down until they reached their various destinations.
The experiments were recorded using digital cameras on board the Metrovía and analyzed to determine the components of the task that caused difficulties. In particular; the time to complete the tasks, the number of disadvantages inside and outside the vehicle, the number of attempts recorded in each travel phase and finally the conditions measured by the weather factor. Having incurred the experimental component of the research, the participants were invited again to receive the activity completed in the three action scenarios. They then engaged in in-depth semi-structured surveys and interviews on issues related to their experience with the Metrobus urban public transport system. These data were recorded, transcribed and then synthesized using standard qualitative methods [5] [6]. The names of interviewees have been anonymous, using the pseudonyms of your choice. Qualitative research does not look for a statistically representative sample but seeks to explore in depth the experiences of people and the meanings associated with those experiences [7] [8].
They proceed with the structure of quantitative methodology from data collected in the experimental participatory method, by use of Mental Modeler. Studies of travel behavior are important for several reasons, for example, to reduce both energy consumption related to travel such as physical barriers and their representation in users with disabilities.
For decades, there have been several attempts to influence the behavior of unsustainable travel of people towards more sustainable ways. However, recently, it manifests how these studies can be implemented effectively and efficiently to develop and support the deeper understanding of the root causes of the trip indicates the reasons and inclinations of people, and complete information on the behavior of individuals, for that the use of ''Cognitive Fuzzi Maps'' [9] through the use of the Mental Modeler platform gives an answer in decision-making on transport policies in understanding the needs of people in a better way, consequently, will help them update different policy formulations and implementations.
At the end two scenarios will be obtained; understood by the reality and the estimation of statistical data that will help in the best development of the proposal through the analogy and its application in the technological ergonomic model to be proposed.
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Doing work on an automatic traffic signal detection system.
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I don understand what you nedd. The sign function?
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My question is about vehicle behavior, mainly lane changing and conflict area behavior. the network is heavily congested across the simulation period, and the goal is to have this same behavior in vissim.. that is, vehicles diverge/merge/or cross as normal in case of free flow, and slowly enter the conflict one car at a time in the case of congestion (later on the simulation period)
first, i have set up a conflict area with the priority to the major road and the minor ramp can enter (avoid block major disabled), and a priority rule with zero gap and 5m headway for congestion case. unfortunately this didn't work.. i tried changing the type to undetermined, but this caused one car at the major to wait so long while all the cars on the ramp cross (it is supposed to keep the cars in their original sequence but that didn't work for me)
Also, the highlighted vehicle in the picture waits (for lane changing) before the conflict marker leaving empty space downstream, how to prevent this?
second, in the 4 lane highway shown in the second picture. the actual behavior is as follows: cars that want to change to the right lane to follow their static route manage to change lanes over a long distance smoothly. in vissim however, all lanes have cars that want to change lanes and they suddenly stop (at lane change distance and emergency distance) and cause unrealistic queues upstream that reduces the flow rate significantly. i tried increasing the lane change distance but this only moved the problem upstream.. is their a way to prevent the [Right turn decision makers] from remaining on the left lane, or to let them change lanes one lane at a time rather than stopping at the emergency distance and causing the entire highway to stop.
Any tips?
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What is your motive behind using priority rules as well as conflict markers together? It is probably better to use either one of them and not both at the same time.
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Many vehicle barriers use things like water containment to slow and stop vehicles. Those barriers do not move like a swing gate, sliding gate, or rotating gate. What are some of the effective ways to stop a vehicle using a movable barrier?
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Most measures to stop vehicles use a (somewhat) controlled conversion of motion energy into deformation. I expect, this is very difficult for movable barriers. The first part of the barrier that would be deformed and destroyed would be the mechanical part.
I imagine, a solution could be a movable barrier including crash cushions that are moved into place and locked to the ground. Then, the moving mechanism could be de-coupled from the crash cushion.
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I want to calculate traffic density of roadways near intersections and also midblock sections on urban roads. I have video recordings for different locations. So, I want to know about any reliable methods to calculate road density from the videos.
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Please prefer to this link. Hope that is useful for you.
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The existing route direction of vehicles ( please check figure in below) in a city has been drawn for a research. Are the number of conflicts at each intersection drawn correctly? Would anyone kindly evaluate the drawing and give any suggestion?
N.B: Please name the intersection as CMM, PMM, KGM, TM, IM
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Hi, would be helpful if you highlight the conflicts with a dot or something similar and add the number which you have come up with in order to be able to compare. Also, sometimes more than two lines cross at almost the same spot. E.g. at intersection IM the line from A.H.Road to Rupkotha Road intersects the straight line from Court Road to A.H.Road at the same spot as the line from Rupkotha Road to Aurangzeb Road. For your purposes, do you want to count that as one conflict or two seperated conflicts? Maybe you have access to a program that helps you identify conflicts?
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I am looking for guidance, white papers and scholarly articles about road diets on an arterial street with an annual average daily traffic (AADT) above 45,000 and a peak hour volumes of 4,000 and greater.
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Ah, I see - based on your original question I was going to recommend against a road diet for your case, but it seems like it's been done and your topic makes sense. I know FHWA has a good series of case studies: https://safety.fhwa.dot.gov/road_diets/case_studies/
The case studies acknowledge the trade-offs with some road diet projects, often congestion, delays, or increased accidents of a certain category. I've been investigating relationships of capacity and demand, so the Highway Capacity Manual might have some notes as well. It seems that the road was already at capacity, so reducing capacity wouldn't have been recommended unless the City also invested in alternate modes of transportation, new routes, or other ways to mitigate.
Interested to hear what you find on this.
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In my thesis, I used queueing theory, in order to evaluate the traffic conditions of a intersection, which produced waiting time, service time etc for vehicles approaching the intersection from each road. Now, a question arise in my mind that can I use this type of data for Intelligent Transportation Systems (ITS).
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interest
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Hi, I am working on the simulations of Aw and Rascle second order model for traffic flow, the model does not produce stable results, Why is that so ?
The numerical scheme is stable, i have checked the scheme for other models, it is quite good.
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Cześć, Jak można przeprowadzić kalibrację? Czy oceniasz kalibrację używanego schematu numerycznego?
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I wanted to know the advantages of data mining techniques are, when compared with macroscopic traffic flow models, microscopic models, simulation models for transportation traffic congestion prediction? Which one has a higher performance data mining techniques like decision tree, SVM or simulation approaches or simple travel time and speed prediction approaches?
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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.
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AASHTO (2001) talks about a value of 4.5 m/sec2 as it was observed that most of the drivers decelerate at a rate greater than 4.5 m/sec2 when decelerating for an unexpected condition.This value may or may not be applicable for Indian Traffic condition which is highly heterogeneous in nature. This situation is characterized by different vehicle categories with diverse static and dynamic characteristics, changing composition, lack of lane discipline. Does it mean that I need to use different DR values for different category of vehicles under different traffic facility? I could not get hold of accident reconstruction specialist who could have helped me in this regard. Kindly advise.
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Qinaat Hussain check Table 1 in my paper "Analysing truck harsh braking incidents to study roundabout accident risk" a list of letriture review regarding the lowest deceleration that may led to accidents reported. Note that a deceleration rate to be considered as near miss thier rate depends on type of vehicle the hevier the vehicle the lower the rate will be ...
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PhD Student Positions Available (Summer 2019 / Fall 2019):
There will be 1-2 PhD Student Positions available in the Department of Modeling, Simulation & Visualization Engineering (MSVE) at Old Dominion University. Students are expected to work on Transportation Research projects, with a focus on Data Analytics, Artificial Intelligence (AI)/Machine Learning, Virtual/Augmented Reality (VA/AR), Transportation System Modeling & Simulation, and/or Transportation Safety.
If you are interested in the opportunity, please email me (E-mail: hyang@odu.edu) your detailed CV and other supporting information (e.g., sample publications, GRE test score, etc.).
Thank you very much!
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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.
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I do not have access to sources , I need papers on topics like "Is  induced traffic measured by survey ? " and other topics in this regard ! Thanks 
here in Afghanistan we do not access to these sources ! 
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have a look may be you will find interesting, its more based on induced traffic through using different urban aspects
and
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How much the size of spatial area affects traffic generation within the area and the resulting traffic volumes in the relevant city (public transport or individual transport)?
Is there any method of theoretical approach how to describe this issue?
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So, you are looking for a direct link between traffic and area extension. At the best of my knowledge this issue has not been investigated. Traditionally, I would refer to 4steps modelling approach instead gravity model. For you pueposes, gravity models should work only if the population ans /or other attributes are uniformely distributed.
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Hello all,
I am trying to model a two way undivided road in VISSIM for heterogeneous traffic in Indian context. What is the correct way to do so? Both direction traffic will be sharing same carriageway.
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Hi
if the lanes are dedicated and physically separated, it is better to implement two different parallel roads.
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I want to model a data center and its connections to end user by adding number of hops(switches/routers) in between showing a geographically far data center location from its client and another data center with proximity near to the client. Taking all parameters into consideration like latency due to various reasons in both cases and comparing them. I want to add software defined networks in between the data center and end user. kindly suggest me some tool in which i can design a complete network with opion of choosing the type of wires , routing algorithms etc. so that we can optimally deliver the cloud traffic to end user.
Regards
Mohit Mathur
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NetSim by tetcos can be used for this.
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Different stakeholders of transportation system are often found concerned with different aspects of it. For instance,
  • The traveller or commuter thinks about what will be the travel time on a particular route? Whether he/she will be able to reach the destination in time?
  • The transportation manager thinks about how the system performed yesterday? which locations are the worst performers?
  • The traffic engineer thinks about the locations of congestion hotspots and the peak hours for various routes.
  • The planners and researchers think about what will be the travel demand in future and how they can address it.
Based on their concerns, they have different expectations from the "Intelligent Transportation System". I am looking for these expectations from different perspectives especially for developing countries like India.
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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.
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is there any research work for finding the optimal number of parking bays for the estimated parking demand? which can help in finding the number of parking bays for the given duration....
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No dear i designed some local parks only with a limit number of cars
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The default values for the CC Parameters in PTV VISSIM are for the simulation of freeway traffic. As I want to simulate Urban Traffic using the Wiedemann 99 Modell, I am looking for a set of Parameters that better reflects the driving Behavior in an urban environment.
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1. You have to choose the parameters(i.e. GEH, flow, speed or queue length) to validate the model.
2. Collect field data corresponding to the parameters.
3. Perform optimization and find the calibrated parameter.
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Differentiated Services Traffic Engineering is one of the most effective technique for QoS provision in scalable distributed multimedia networks.
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Dear Eduard,
you have addressed a complex issue: Traffic Engineering for QoS Support in MPLS Networks (Multi-Protocol Label Switching). Several protocols have been developed to solve this problem. CR-LDP (Constraint Routing Label Distribution Protocol) plays an important role here. CR-LDP is an extension of LDP. A well-illustrated answer to your question is given by my illustrations. I would like to give you a short introduction.
In order to transmit IP packets in different WAN types according to a uniform principle (such as a goose march) along a selected route, the concept of MPLS was developed. Through MPLS, Quality of Service can
be guaranteed at a required level. To realize MPLS in Synchronous Digital Hierarchy (SDH) networks and Wavelength Division Multiplexing (WDM) optical networks, GMPLS (Generalized MPLS) was developed.
For the transmission of the IP packets according to MPLS via a transport network, a unidirectional data path is set up via the transport network. This data path represents a unidirectional end-to-end connection called
LSP (Label Switched Path). For determining the LSP route, OSPF-TE (Open Shortest Path First - Traffic Engineering) or IS-IS-TE (Intermediate System to Intermediate System - TE) can be used. These two constraint routing protocols are based on the CSPF (Constrained Shortest Path First) algorithm.
Once the route is established, an LSP can be established along the specified route using CR-LDP or Resource ReServation Protocol with Traffic Engineering (RSVP-TE).
Consequently, CR-LDP can be considered as a signalling protocol in MPLS networks. CR-LDP contains several traffic parameters that serve as a kind of "QoS performance metric". The attached pictures illustrate this in more detail.
Best regards
Anatol Badach
As a supplement see the pictures below:
1: MPLS network as the pair: Transport plane and Routing & Signaling plane
2: Establishment of an LSP in an MPLS Network according to CR-LDP
3: Traffic parameters for Admission Control and Traffic Control
4: Interpretation of CR-LDP traffic parameters
5: Prioritization of LSPs with the CR-LDP traffic parameter Weight
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Can someone give me information of a capacity, geometry and safety of an Unsignalized U-turns. Thanks
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I have found quite a few studies on this topic that have been conducted in developed countries. [viz (Sutermeister, 1956), Pretty (1973), May and Montgomery (1988), Mahalel, Gur and Shiftan (1991), Ye, Veneziano and Lassacher (2008) etc]. As manual traffic control is only used for emergencies and special occasions in developed countries, not many studies are done compared to other hot topics. But in Asian countries, manual traffic control is quite common, but, I could not find any studies related to this topic. Can anyone suggest me a few if its available?
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Hi,
I am curently working on a research which requries the modeling of a single lane roundabout in VISSIM. I am teaching my self throught the process however, I am stuck with the process of setting the priority rules and the conflicting areas. So, I have the following questions;
1- Is the "Min Gap" parameter/input in VISSIM represents (same as) the "Critical Headway" in the Highway Capacity Manual ?
2- In VISSIM, if you set the priority rules for a single-lane roundabout, do you still have to set the conflicting areas or the priority rules will take care of it ?
3- What is the best procedure for setting the priority rules of a sinlge-lane roundabout in VISSIM ? In other words, what is the recommended input vaues for the "Min Gap" & "Headway" to model in VISSIM ?
I would highly appreciate if anyone could provide me with links to videos or helpfull sources for setting or modeling priority rules of single-lane roundabouts in VISSIM.
Thank you
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Very valuable questions thank you for sharing it with us
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Hi, I was working on TRANSCAD and had confusions about creating the link O-D matrix for the larger networks based on the data obtained from the trip tables. I wanted to work on the Chicago Regional Network and I downloaded the trip tables from (http://www.bgu.ac.il/~bargera/tntp/). But somehow I am unable to make O-D matrix for the network. Any help would be appreciated.
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Thank you all for your answers. I appreciate your help.
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I want to compare almost 100 matrices. I want to know how different is  a11 to b11 to c11.... The matrix itself is  2000 X 2000 matrix.
My understanding so far from literature is that I can compare these matrices to see whether matrices are different to each other or not. I am more interested in seeing whether the cells ( within matrices) are different to each other or not and if yes, by how much?
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I wouldn't reinvent the wheel. try the subtract function in scipy.numpy and identify non-nulls indicating cells that changed.
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Puffin signal crossings are based on sensors for pedestrian detection. What are the different type of senors/image processing tools which can be used to detect pedestrians at a crossing location for installing a low cost puffin signal?
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Yes, or thermal cameras. May sound strange, but they have a good reason - unlike the video cameras, privacy is not the issue :-)
See for example works of Nicolas Saunier and colleagues - http://n.saunier.free.fr/saunier/
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Grading of bitumen is done based on performance and it depends on maximum and minimum location temperatures values of implementation of pavement and traffic load.
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Thank you.
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Hi,
I am working on creating a random road traffic generator, so far i've seen so many random traffic generators either on commercial software or open source software, but i can't seem to figure out how random is it? is there a control on how the arrival generation is done in order to show some phenomenon, like periodicity.
In my case I am working on generating traffic coming from a signalized intersection. while using a distribution with parameters fitted using real data, by generating random Time Headway between vehicles i can't see the periodicity, however when i add a control on how much vehicles should be generated in each period (let's call it the phase in the preceding intersection) using a poisson distribution and after that making sure to not generated Time Headways that would not be more than then the period duration and also not respecting the amount of vehicles generated in a period for computation efficiency (in order to not have the computer do too much loops and take more time in the traffic generation) I can clearly see the periodicity phenomenon. But scientifically speaking is this not interfering with the random generation and adding a bias to my generated data ? 
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Assume Poisson's arrivals at intersections and incorporate a suitable  headway distribution. The distributions can be deterministic as discussed in Dr. Webster's comments above.
Thanks,
Dr. Bazlamit
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In occupancy vs. speed graphs for different modes (cars, motorbikes and rickshaws), the R-squared values were quite low (22.7% to 47.7%), although a clear correlation can be seen.
As car-following is an extension of human behavior, which itself is highly random, low R-squared values were expected. What are some studies that can help me justify these low values? What are ideal ranges for such values in studies in car-following and human behavior in transportation? And if I were to remove outliers to improve the values, how many can I remove?
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An Alternative Regression Model of Speed-Occupancy Relation
at the Congested Flow Level
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To implement traffic in Urban areas based on Vehicular, I need to segment the road in ns2 How do I do it?while I've created vehicle mobility in sumo
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I suggest you study the road hierarchy structure in your network and divide the network according to their functions. Normally there are three main categories. Local access roads, the collectors and the arterials. The arterials  are at the top of the heirarchy while local roads are at the bottom. There are many sub classifications within each heirarchy. The best way is to use the road classification system of your country.
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 Is it 1500 bytes? For example, what is the largest frame size that can be used for high resolution video transfer?
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Dear Dr. Himadri, Thanks a lot.
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There are so many methods in estimating car traffic volume.However, methods about estimating bicycle traffic flow are very few.So I want to know some methods can estimate bicycle traffic volume.
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Currently, we are working on the safety assessment at signalized intersections under Indian traffic condition which is highly heterogeneous in nature. At the selected study sites, some amount of vehicles are violating the red lights i) which stand in the front positions of the queue and start moving/entering the intersection before the signal turns green (we are referring to them as red light violations at the end of red phase) ii) after yellow time i.e. at the beginning of red phase a few vehicles are entering the intersection. We have prepared the network in VISSIM, but we are unable to generate the situations of red light violation in VISSIM. Any suggestions/advice regarding the above-mentioned problem will be greatly appreciated. Thanks in advance.
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Thanks @Tobias Kretz for all your assistance
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I need a method to optimize parking area
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Good Afternoon!
I want to predict the future position of a vehicle in a two dimensional road. The number of lanes are varying over the stretch of the road and I want to predict the future position of the vehicle(the position(may be x & y coordinate and the lane number) during the simulation. The position should be calculated while the simulation is running. The vehicles are free to change lanes in case of lane reduction. Is there any way to predict the positions dynamically during the simulation?
Thank you in advance!
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You have two separate problems here:
1. You want to predict the future position of a vehicle in the network based on the current situation.
2. You want to map the (future) position onto Cartesian coordinates (?)
Is the second issue really relevant, or would link number and position on this link be sufficient? It makes no sense IMO to try to predict the lane, by the way. Except for specific situations (e.g. left-turner close to an intersection with a separate lane for that movement) you are only going to get random numbers out.
For the future positions, it is _not_ sufficient to just use some car following model. You need the travel times, which requires consideration of other vehicles, since they influence the link speed. Doing this yourself is probably far too much work.
Instead, I would suggest to use dynamic assignment. The edges and movements have travel times somewhere as attributes. This is also what you would have in a practical situation (current travel times from a combination of real-time data and some assignment). I think you can even get out which path a vehicle takes, so you would have a handle to iterate where a vehicle wants to go along to sum up the travel times (something that you do _not_ have in a real-time environment).
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if we have LAN topology consist from (25) host and (5) switch , is any way to know how many ARP Request Generated by typical host in  this LAN topology ?  
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ARP is used for error control between pair of users participating in communication process. Since you have considered 5 switches, the number of requests for ARP will depend on the middle level connection such as 2-1-2. This will allow only one packet communication. if you will increase the number of switches to 5-3-5 there will be three paths possible at any instance.  so it will allow the packet communication  (3 ARP request ) at any instance of time.
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Hi,
I am working on optimization approaches on an intersection. And I have been getting some questionnable results on the simulator. I get some high troughputs of vehicle in the intersection but with big average delay of vehicles e.g : 
In a scenario I get a throughput of 4544 with an average delay of 31.22 seconds and average queue length per phase of 41 meters
And in another scenario I get a 4551 throughput with an average delay of 31.26 seconds with an average queue length per phase of 39.68 meters
This compared to the average study of the same intersection we see different results, e.g  in a scenario a throughput of 4343 with an average delay of 30.7 seconds and an average queue length per phase of 21.1 meters.
I am starting to question my results performance. Doesn't higher throughput mean minimum average delay and lesser queues on lanes ?
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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:
  • bad definition/calculation of quantities (throughput...)
  • using the wrong quantities (what is the delay?)
  • your system is not stationary (i.e. the simulation is not long enough or you don't cut the first part that is usually very non-stationary)
  • you do not compare the same quantities.
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
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list parameters used
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Dear Prof. Subhi
Vehicle category(LMV, HMV, Off-road, SUV and so on),
Time restriction,
Direction restriction and
Number of Inter-junctions
shall also be considered.
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I am collecting details on how roads are defined in terms of class or hierarchy in different countries. It's not so straightforward as might be thought. Results so far (and posted elsewhere online) are for New Zealand, India and Tanzania. Any help with information for other countries would be much appreciated.
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Dear colleague
The Iraq “Highway design manual of 1982 (ref. 408) grouped roads into a three-level hierarchy of primary, secondary and tertiary highways. There is a secondary classification which has roads grouped into one of 4 classes (A, B, C, D). The allocation of a road to a classification determines factors such as its design speed, total width of highway and design capacity etc.
Regards 
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I'm about to find a regression model among Passenger Cars’ Empty-loaded Rate and Traffic volumes.Thus, How to calculate the (Passenger Cars’ Empty-loaded Rate) ?
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if it is available, you can use video camera as well.
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Dear All,
I am working on Vehicular Networks and on a problem that is concerned with the %age of public buses in metropolitan cities. 
What would be the safe assumption to make as to what is the percentage of public buses of the total vehicular density in urban scenarios? Somewhere I read that public buses would be 25 to 30% of the total vehicular density in the urban scenarios, but I cannot find the reference. 
Any resource and/or reference would be highly appreciated. 
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I agree with Ashu and Kolita,
I would add density (of population) and urban form. Usually, you can have access to traffic with the help of transit company. regular survey provide a measure of car traffic But the modal share is not the same in all parts of the city (in the center of Paris public transit accounts for more than 50 % of the trips, but in the outer suburbs it is less than 5 %.
But you are interested in vehicle density which is another matter. ..  
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Only for research purpose, of course.
Or can you recommend some great data resource for traffic research ?
Thank you !
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Yes, many sources. TomTom, HERE and most other providers of floating car data can provide de-identified travel times, generally in aggregation. Ask your local representatives and see what happens. TomTom definitely offers data for research. All the best.
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I have 140 samples data about driver driving , and want to divided them into specific number of types,such as three .
I have already try to do that ,use a 1X3 map (SOM) in matlab nctool to divide them into 3 types , and consider that each neuron represent one center of the type.
Does it is proper to do that ?
Thanks for attention !
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.
using a 1x3 map is indeed possible
however, it forces a linear structure on the underlying topological space : one cluster has to sit in-between the two others
you could also proceed in two steps
  • train a larger square map (say 6x6 or so)
  • run a clustering algorithm of the neurons (say a hierarchical clustering algorithm and choose your cutting point)
.
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What is the main technical difference between microscopic traffic simulation and macroscopic traffic simulation (from vehicular networks and autonomous cars standpoint).
Thank you in advance.
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Hello,
Basically, on the one hand, microscopic mobility models focus on the mobility of each individual vehicle. On the other hand, the macroscopic approaches focus on the complete road flow taking into account the general traffic density, vehicles distributions, different contraints (as crossroads, traffic lights, ...), etc.
You can find more information in the following link.
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Could you share with me this documents to compare characteristics like classification (primary, secondary, etc.), road width, lane width, separators, sidewalks dimensions, etc, with the real conditions of the roads in my city?
Thanks for your help!
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HI, if this is still an active question for you try the excellent answers and references I received for my recent question on urban local road safety. Most of the answers related to urban road safety in general.  
Very roughly: intersections and their design, land use, road standards, pedestrian movements.
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I am modelling a 4 lane signalized roundabout in a country using right hand drive using a VISSIM microscopic traffic simulation model
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Vissim, the simulation tool I am familiar with, provides for both right and left hand drive facilities selected as part of the development process.
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Algorithms that are used for traffic analysis in cognitive networks.
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Dear Sobana Rani,
In the follow paper, the writer introduces and analyzes two novel priority service disciplines for opportunistic spectrum access (OSA) networks which take advantage of interruptions to preempt low priority traffic at a low cost. Analytical results, in addition to simulation results to validate their accuracy, are also provided and illustrate the impact of different OSA network parameters on the average system time.
The following thesis may also be useful for you :
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Do you remember the lovely hostesses and their beautiful tricycles in the opening ceremony of Rio 2016 Olympic Games? They are so cool! But do you know how many accidents related to tricycles? Now I'm studying the frequency, characteristics, severity and factor correlation of the accidents involving tricycles based on hundreds of crash cases. Here, the tricycles include man-power type and electric type. In China, these vehicles are very common and popular on roads. But now I hardly find any paper regarding this. Could you recommend some related papers for me? Thanks in advance.
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If you can not contact the authors contact me and maybe I can help.