Questions related to Transportation Planning
I am a masters students in transportation engineering and now i have to start my research project. I am interested in exploring transportation planning and safety.so kindly recommend me some good research topics. Thanking in advance.
I'm currently writing my master’s thesis at the Politecnico di Milano in collaboration with the Gruppo Ferrovie dello Stato Italiane, which evaluates the design and implementation of MaaS (Mobility as a Service). To design a customer-centric mobility, I created a survey to understand the needs and problems of the users and identify their preferences.
The questionnaire takes only a few minutes of your time. By filling it out and sharing it with friends/acquaintances of your network you will give me a great help and you will contribute shaping the future of mobility!
Here below you can find the link:
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)?
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.
Different transportation, land-use, environmental, and other corresponding planners propose their work for new city urban plans in order to address the existing problems by identifying the major gaps they had. The existing land-use was following bad planning principles and it is already a failed plan. When planners integrate their proposed spatial plan to existing land use, they will have a real challenge in aligning. So, as a planner, what would be your choice to align the proposal you have with the existing land-use?
- Shall i follow the standard plan i have and remove the existing unplanned land-uses( NB: the compensation cost may be too large) ? or
- Shall i accept the existing situation as it is and compromise the planning standards?
What is your suggestion?
Any help is appreciated very much.
I want to explore daily passenger volume at railway stations in the selected region.
Should I take into account the number of people getting on the train or getting off the train? Maybe the sum of passenger getting on and getting off the train at particular railway station? Is this correct in this case? I will count double passengers who commute to work and come back from work in the same day. Maybe the average number of passenger getting on and getting off the train?
I'm currently working on a project that desperately needs real-world data to test. What are some cities around the world where we can easily download OD matrices?
I am working on my thesis in transportation planning which is about activity base modeling. I have some problems with the CT-RAMP method. I wanted to know that, is any body here using this method? I had some questions to ask.
And also I have some problems because of having many alternatives(363) with the details of Vovsha and Bradley's paper which is attached here.
For my master thesis I'm building a cost model for organizations, which will calculate the cost for insourcing the transportation and outsourcing.
I need a formula, which can calculate an average distance that needs to be driven by the organization to serve its customers. However, the location from the customers is not available, we only know in which area the customers is.
In advance thank you so much for your time to read my question.
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 !
The Public transpiration system of all developing countries are getting popular because of the integrated transportation development projects.
Having practice a different kind of technology with developing country public community is hard to continue. The world have lot of experiences. Can we share some ideas. It will add more values for my project
I am conducting a research on optimising a regional road network problem. My goal is to find an optimal solution that can minimise total travel time from all starting nodes to all terminal nodes (i.e., OD-matrix) and minimize total length of newly added/planned links at the same time based on the theory of Scott (1970s). Namely, I hope to maximise connected links and minimize total number of newly added links.
I find some algorithms (short path algorithm and spanning tree algorithm) to calculate the accessibility indicators. I am right now a bit lost. As I can't access travel flow data to calculate the total cost of travel, I am not be able to conduct a linear programming study on this issue. I am right now a bit confused and lost, hope you can provide me with some pointers on how to move on with this research. Any advices and suggestions are highly appreciated.
I am searching to find a model which could show the best result of interactions of the households, making decisions with multiple decision makers in the case of transportation.
division of the road network has been done by formulating segments. The number of blackspots have also been computed using Empirical Bayes technique. Now how to locate the spatial position of the blackspot segments, since the segmentation has been done by me only.
I want to develop a multiple linear regression with 457 samples. Among independent variables, there is one categorical variable which consists of three level (XL1, XL2 AND XL3). The number of XL1, XL2 and XL3 are 229, 214 and 14 respectively. Looking at proportion levels, XL3 is only 0.030 which can be neglected or at least merged with other levels.
Is any statistical test which can be decide whether the number of level of a design variable could be reduced?.
Any way, I have reviewed one paper which stated the hypothesis as below:
H0 : pi = 0
H1: pi ≠ 0
where pi is the proportion of class i, with 0.05 significance level
The paper claimed that if pi < 0.05, then class i can be reduced from a design variable.
I wonder how it can be since pi value fall in alternative H1 which is pi ≠ 0. Is it correct approach? If yes, please provide your explanation.
I am building a project for freight transport by the rail in Vietnam. Main goal of project are to improve ability to connect rail transport with road and sea transport at the sea ports and logistics center. I especially want to learn experience of Thailan, Korea, China and Japan about this sector.
I'm developing a tool building (near-) optimal routes for an existing set of vehicles which serve a fixed hub-and-spoke network with two hubs. A mathematical formulation of the corresponding problem is required. Which papers would you recommend to consider?
Recently, i try to search the best practice or available research paper regarding how to estimate the impact of prohibited on-street parking near intersection.
It is for a Macro (Synchro) and Microscopic (SimTraffic, CORSIM and/or Vissim) simulation that provides performance measures such as delay, throughput, capacity, air emissions and fuel consumption?
A "before and after" analysis is needed which may take months for a downtown study of 1 square mile. The funding will go to a transportation professional engineering consulting firm.
I am interested in applying UNA to Colombo. But still I could not find the exact way of doing it. The available tutorials in the internet only explain the GIS steps in applying it. I am worried on preparation on the weighted attribute table. So if anyone can help me in finalising the required database for the UNA will help me a lot
There is a ITE trip generation manual for developed countries like the US, in which trip rates are given based on land use. Is the same applicable for developing countries? or any reference?
This would help me, as Railway Geotechnical Engineer, a lot in reduced bearing stressed and economize foundation design (thicknesses of sub-structure layers)....
One of Herat roads' is congested now therefore, the municipality decide to add tow more lanes to it. how can we measure the induced traffic to this road ?
I am wondering to ask how I can create a lane closure, dropping a lane of a link due to workzone? I thought maybe I should create a new link with a less lane and connect to the main line by connector. If so, how can I control when vehicles make the lane change?
I also thought the best "measure of effectiveness" would be"V/C" , Intersection Level of service or delay to see the impacts of lane closure. what do you think?
What types of model for train timetabling or scheduling do exist in research studies?
Can you give some a existing libraries for railway trains timetabling or scheduling in metro or intercity lines?
Many thanks in advance.
Are there any differences for scheduling and timetabling between intercity and metro railway lines?
If so, can you suggest me optimization models which objectives are energy efficiency, operational and other objectives?
I am trying to document on this research question and as well as to find out the extent to witch there are any differences between the evolution of GDP/freight traffic and GDP/passenger traffic. Thank you for the help!
Our municipality aim to widen a congested road inside the city in order to decrease congestion, while this road is not covered by public transportation yet .
I want to argue that if public transport cover this road no need to widen the road anymore .
The land consolidation or the land readjustment is crucial in most Indonesian urban areas, particularly cities having more than 500,000 people living in. These cities provide not enough streets for vehicles traveling and parking with a lot of small paths to walk rather than paths for motorized transportation. Irregular larger blocks dominate the pattern of urban structure with ineffective urban circulation. As a result, they create traffic jam and crowded movements. What is the best way forward to implement land consolidation?
Currently, I am working on a research topic related to multimodal transportation in continuous hub location routing problem. I was wondering if there are any research papers, studying the impacts of using different modes of transportation on hub discount factor (alpha).
To be precise, how the value of alpha can be changed for different modes of transportation in a multimodal hub network
Addressing research papers would be highly appreciated.
The planners design a tramway for a road with around 4000 passengers/hr per each direction in peak hours . Just I want to examine the possibility of implementation of BRT mode instead of Tramway.
I am working on a research will examine the possibilities of applying BRT mode of Rapid Transit, from cost and duration of project point of view, into the route planed already for Tramway or LRT.
I need advice on how to go about a survey of small and medium scale businesses (SME) in the United Kingdom, especially within Leeds and Bradford.
I am currently working on a research which seeks to assess the transportation factors that influence the choice of location of SMEs in the UK and I am presently not sure of how to go about it.
I am interested in constructing and measuring suitable indicators that model safety perception in order to understand how safety perception influences transport choices.
In both program there are only way to simulate signalized intersection or roundabout.But in middle east, especially in Turkey or Iran there is some kind of signalized intersection, that exist a roundabout at the mid of intersection.So the cars are waiting in the middle of intersection instead of storage line.
Just now, i want to simulate these kind of intersection in software in order to calculate level of service.
We are studying a hazmat transportation problem with multi-modal (rail+road). Now we need to have some instances (real or generated) for using in our model to solve the problem based them.
Any information you can provide me would be greatly appreciated.
This formula is used to specify whether their is a need to provide pedestrian crossing facility or not. Its value is taken as 10 E+8 for undivided road and 2x10E+8 for divided road.
Why is it doubled in the case of divided road?
How can the architectural profession provide an environment for increased informal neighbour interactions, especially in high-density developments?
Where and how do you usually make contact with your neighbours?
Are you aware of any great publications or building case studies related to this area of research?
Do you know any methodology for extending spot speed time mean or space mean (measured by measurement stations - inductive loops) for the road section (e.g. between junctions)?
What are some of the alternative ways (other than federal funding) states can pursue to fund public services such as transportation planning, paying for police and fire services and improving education? Usually those services are funded by a combination of state tax income and federal funding. How can tax-free states generate alternative income to pay for such services?
What is the suitable ITS plan for traffic problems in developing countries with dense traffic jams and absence of traffic control plans. In such cases, is the environmental dimension considered in planning a new ITS system for developing countries societies? Or, just to focus on the operational performance of the street network.
It would be important for me to get information about any case where data from ITS (Traffic control systems, information systems etc.) were used to develop VDF.
I looking for cities/towns located in the global South (South America, Africa, ... but the list could include also China and India!) which have experimented (or at least considered) the introduction of free (= zero-fare) public transport.
Your help is much appreciated!
Is there published research that compares [actual, perceived or estimated] travel time by mode for the same origins and destinations? I cannot find anything in the literature.
We are going to send our transgenic material (originally from tobacco leaves) in a big batch to our project partner in abroad to proceed further on protein purificaiton, But we are not so sure about how we should in good way prepare the samples in order to protect the exp.protein from any possible degradtion during the transportation. Does anybody have any good tips or suggestions on this? Thanks in advance!
A road passes through/towards populated areas. How can we determine the importance of this road? One way is of course by measuring the road safety it offers to the local society. Another way to do that is by determining the importance of these areas (number of citizens, existence of airport etc). Can you suggest me a scientific way to do that? Thank you!
Hello, prompt, where you can see the data on accidents involving drivers with driving experience of 1 year in different countries?
India has a huge domain of public transports most of which is decentralized and ill-organized.
Proposed Ubiquitous Transport System would provide a single-window approach to transport facilities where it will be easier for people to avail transport services.
How far is its implementation feasible in the huge and diversified domain of India?
Or is it a good idea bringing all the transport facilities under a single portal?
The ITS road map avoids setting specific time windows for different systems. Is there specific documentation on the deployment timeline for different ITS services in Europe? I am aware of the work done by the EasyWay project!
The emission factors if transportation emission contribution into a system/process is based on distance traveled.
Transportation corridors are becoming key road maps for economic development in developing countries. I would wish to engage this topic and find out whether its the most sustainable developmental approach for regional integration.
This question is related to the measure of estimation and forecast accuracy in (freight) transportation network models.
input data : origin-destination (O-D) matrixes at the European regional NUTS2 level for different transportation modes (road, rail, inland waterways). These matrixes contain tons transported for a given year between each O-D pairs. These matrixes exist for different types of commodity, but this is of less importance in my question. Consider this input as the "observed real-world" data.
Model : the matrixes are merged, so that I have one single matrix per category of commodities, that includes all what is transported by the three modes. Several mode-choice and assignment procedures are applied in a network model. Using a sample of 5% of the OD pairs, the model is calibrated for each mode-choice/assignment model that is tested, in order to reflect the "observed" modal-split found in the input data for the sample. The calibrated cost functions are then applied to the total matrix.
Output : For each mode-choice/assignment model, I retrieve the tons that are allocated to each OD pair, for each mode. I can also retrieve the tons that are assigned to each link (road, rail, waterway) of the network, but I've no observed counts along these segments, so that I cannot use this output.
It comes out that, even if classical estimators such as R2 (computed on a per O-D basis : observed tons / tons obtained by the models) can be very similar from model to model, the distribution of errors can be very different.
Question : I would like to compare the (relative) quality of the different models I test. A came over a series of estimators used in forecast accuracy (MSE, MAE, MAPE, MsAPE, sMAPE,...) and more recently MAPE-R and MASE, but I'm not sure that these estimators can be applied to the problem I describe here. Does someone have any experience with this ?
In downtown and heavy commercial areas, pedestrians use streets and interact/conflict with vehicles. Therefore, causing congestion that is caused by heavy traffic as well as pedestrian conflict. When analyzing/simulating (vehicular) traffic operation using the regular tools (HCM and others) and adding some friction factors to account for pedestrian conflict, results are not reasonable compared to real life conditions.
Does anybody know of a model or a methodology to analyze or simulate the pedestrian-vehicular traffic conditions?
my research starts from many real time data relating to traffic and congestion phenomenon on road network.
i need of specific mathematical approach that define variation of pollution emission through traffic data and enviromental aspect
My basic data set is a merge of 3 origin-destination matrixes (one per transportation mode). These matrixes are the "observed" data. The modal choice model has to estimate/predict the modal split for each OD pair.
At the end, I compare the result of the modal-split model to the observations, on a per OD basis. How can I compare the performance of the different modal-split models I use in order to chose the "best" ?
My first guess is to use an estimator such as MSE, MAE, MAPE or SMAPE. Which is the best? Should I use them on the absolute values (transported tons in my case) or on the modal split (expressed in % for each OD pair) ?
Are there other good estimators ?
Any suggestion is welcome.
I am interested in the programs themselves, as well as scientific methods of their development. Also of interest is the assessment of their effectiveness (how much money is spent/what is the effect obtained). I am also interested in the programs of public transport development.
In France, the maximum length of a freight train is 750 meters, including the locomotive. The French nework is built with marshalling yards and passing sidings allowing this length. In Europe, this length is not the same everywhere: for instance a train going from Paris to Milano must be cut into two trains when it enters in Italy where the length is 550 m. Since 2012, the length of 850 m is allowed for some routes (Paris - Marseilles). Trials have been running successfully with trains of 1500 m.
I'm researching the management and planning issues regarding urban freight measures. Very often they are implemented with "learning by doing" approach, which has a limited effectiveness. So contributions about your experience with planning (or evaluating)of urban freight measures will be very appreciated.
I need an article about a single facility problem or multiple facility problem in rectilinear distance or euclidean distance, or an article about a tree network problem or cyclic problem ( 1 median problem or 1 center problem or n center problem ).