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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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If yes, what car-following/ lane-changing logic does it use?
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Recently VISSIM added new tools to model AV through the COM interface. You find training section in "Documents\PTV Vision\PTV Vissim 11\Examples Training\Autonomous Vehicles (AV)" . See also https://www.youtube.com/watch?v=IjwXrN0mQFg&t=1034s&ab_channel=UFTransportation
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In the projection, fuel cell PHEVs are found to be competitive for both the near term and long term, but for different reasons. I welcome any discussions and criticism of this finding, as elaborated by the paragraph right before Section 3.4 in the paper.
"The remarkable synergy between FC and plug-in battery is mainly due to the shared powertrain option—FC PHEVs, which appear to be competitive across all scenarios, both in the short term and the long term, but for common and different reasons. Low energy cost is the common reason. FC PHEVs have lower energy costs than SI PHEVs by relying on a cheaper (partly due to subsidy) and more efficient fuel (hydrogen). Compared to FCVs, FC PHEVs also achieve lower energy costs by fueling some miles with slightly cheaper electricity. The other reason for FC PHEVs to be attractive in the short-term market is its less severe range barrier. FC PHEVs consume less hydrogen fuel and thus require less frequent refueling trips, which is an important advantage in the early market with low hydrogen availability. Over time, this advantage diminishes as the hydrogen infrastructure expands, but the long-term advantage emerges—a competitive vehicle price of FC PHEVs due to progress of both FC and plug-in battery. As illustrated by Figure 5, the price of FC PHEV10s in 2045 is even a little lower than that of a SI PHEV10s, if all technical targets are met on time. The competition among SI PHEVs, FCVs and FC PHEVs reflects tradeoff among vehicle price, energy cost, and refueling inconvenience. This topic is worthy of further investigation because the knowledge about how consumers value energy costs and fuel availability is still insufficient"
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Interesting topic!
I will read papers both you provided and I will comeback for comment again, but now i want to mention some thing. FC HEV is more economical due to these reasons, the first one is Fuelcell is very efficient at law power or speed but battery is. Fuel cell ev is more efficient at high power. optimization between the two gives the advantage to FC PHev is both operated at their maximum efficiency point.
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How can isolate traffic accidents which occured due to the effect of changing in skid reistance using regression model?
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I agree with John, that unless we see the data we can not discuss this in absurdity. May be you are the best person and you can use regression methods to design models by yourself.
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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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There are several techniques of energy management based on deterministic rules, fuzzy rules, etc. 
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Thank you Dear Anirbid Sircar for your answer but it does not give much to what I'm looking for. I am looking for results of a real vehicle used daily.
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See above
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Dear Imran,
Master curve is drawn to study the asphalt binder behavior under wide range of frequency at a particular temperature. Since, very low frequency (eg. 0.000001Hz) and very high frequency (eg. 10000Hz) is practically not possible to perform in the laboratory. Master curve helps in this regard to study the behavior of the visco-elastic material under the wide range of frequency.
You need to carry out Time-Temperature sweep test for the development of master curve.  Essentially you need to cover minimum 4-5 temperatures (eg. 40, 50, 60, 70, 80 °C) and a wide range of frequency (eg. 0.1 rad/sec to 100 rad/sec) to draw a reliable master curve. You need to cover wide range of stated frequency at each temperature level.  
Please note that master curve is drawn at a particular reference temperature. Hence it is preferred that your reference temperature is in the range of different tested temperature. It is more realistic to consider prevalent field temperature as a reference temperature. Let's say the prevalent temperature in the field is 30 °C in your country, then, you should carry out DSR test at various temperatures such as 10, 20, 30, 40, and 50 °C. This will help in carrying out finding out reduced frequency. 
Further while finding out reduced frequency, use of WLF equation(for shifting purpose) is preferred for reference temperature in intermediate to high-temperature condition. However, Arrhenius equation is better if you wish to draw the master curve at a reference temperature in low-temperature condition (eg.  -10 °C). Please note that for low-temperature condition, Bending Beam Rheometer (BBR) data is used for this purpose, not the DSR.
Further, selection of a particular model (Sigmoidal, CAM, modified CAM, Double logistic model) is very much important to get appropriate master curve as each model is having their own advantages and limitations.
There are many pieces of literature available in this regard. Let me know if you need further help in this regard.
Good luck.
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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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Researchers who work in the field of transportation engineering and polymer science.
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Good article Mr Kundan Meshram
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see above
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4 steps model is usually used all over the country. it is easy to use but this model has some disadvantage too.  for this model, we need data for 2% of total population. so that it is too costly in higher population country. there are some model also but those are not easy for their algorithm.  
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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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Cities today are dependent on public transportation for a majority of their work related trips. These trips can vary as service oriented work culture suggests a higher use of the mode share of public transport than the business oriented cities where the use of private vehicles is high. I need some more focus on the mode choice when it comes to the work culture.
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I think your key word is culture.
public transport is highly depending on the peak hours :
it define, the infrastructure capaicity and the number of vehicules, and, depending of the legal context, the number of employees.
so the costs of public transports are, in a sens, a question of culture.
the modal choice is also, obviously, a question of culture. This has to be linked with the work habit. A famous transportation professo in Sydney r is coming once a week to his office. He starts early (without congestion).
the modal choice is linked to a way of living (may be a way of life). A good mansion, in a green suburb, with no access to public transit...
Hope this can help.
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I am trying to be well updated on successful DRT:s in recent time, say the last 8 years. I am well aware of EU funded projects and fairly well aware of other projects within the EU. However, I would appreciate suggestions about DRT projects and implementation in other parts of the world. My focus is on rural transports so initiatives in population dense areas is not so interesting for me. 
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Through preliminary studies, I have selected seven attributes for SP modelling. Since I have to make separate models for A.C and Non-A.C buses, I have considered 'type of bus' as one attribute (levels are A.C and Non-A.C). However,   while incorporating the attribute ‘fare’ I need to give due consideration to the present fare of A.C (ie. Rs 3.0/km)) and Non-A.C buses (Rs 1.0/km). Therefore, levels of fare considered for the experiment are 1.0, 1.5, 2.0, 2.5, 3.0, and 4.0 (Rs/km.
If I do the D-optimal design, I may get an A.C bus type with a fare less than present fare of A.C bus (say Rs 1.5/km) which is not practical. How can I tackle this issue?
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Yes, as Kun Gao suggested, you can consider different set of fare levels and constrained them with bus type. Another issue, as I understand, you are considering an unlabelled experiment and AC and Non-AC bus as attribute... These two bus services are distinctly different from each other, therefore, I would suggest you to go for labelled experiment.
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the below attachment is more focus on car and other transport that using the highway as the main route. how about for the railway system that i can related for the wardrop equlibrium model.
thank you.
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I completely agree with Morton. 
I would add that the Wardrop principle, when implemented in algorithms such as the one of Frank-Wolfe (or others), is not very useful when applied outside urban areas or short distance context. The efficiency of these algorithms, when used on long distance transport, tend to be close to a simple all-or-nothing algorithm. See for instance the attached reference.
But we could have misunderstood your question. Maybe you are waiting for an answer to "How can I spread my trains over the network in order to maximize its capacity?" 
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I need it for my literature review for planning strategies in implementing non-motorization as a sustainable transport? I only have one and is published way back 1995 by the Florida Department of Transportation.
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For most of the developing cities like Dhaka, there are a lot of NMVs, lightweight vehicles (CNGs, Auto Rickshaws) operational which are also contributing to the ridesharing purposes in several areas. Can anyone please tell me how to organize the cluster data for different city parts to use in a model for prediction of overall effectiveness? 
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Thanks a lot. :) 
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P.Pandian  G.Natarajan K. Kavitha
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Thank you for the answer, Prof. Yes I understand if the terminology of the reduced cost is similar in simplex method. However, the reduced cost here (in the paper I attached related to zero point method) means the different between original cost and the final cost after some steps (which its figure is zero, so the largest reduced cost is largest unit transportation cost). It means  we allocate from the largest cost first that I do not understand which what we want to do is minimize the overall cost.     
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Historic monthly/daily data for sectoral natural gas consumption in Germany is scarce. I am planning to use CO2 emission volumes to estimate monthly gas demand in transportation sector in Germany. Therefore, I wanted to know if:
  • CO2 emission is a good benchmark for estimating natural gas consumption within Transportation sector.
  • there are factors other than CO2 emissions that may have considerable influence on gas consumptioni in this sector.
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Dear Ian,
Thank you for your precise answer and suggestions. I think you are right and there are too many uncertainties in relation of CO2 emissions and gas consumption by trans. sector.
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Hi there,
I am wondering to know what is the best way of modelling Streetcars in VISSIM? In the model, Streetcars are driving in the middle lane of mixed traffic condition (There is no dedicated lane) and while stop for boarding and alighting at the stops located at the intersection, no vehicles are allowed to pass.
Thanks
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Mr. Arash Olia, Here are four files on Transit Signal Priority, that you may find useful in your work,  This is similar to Street car and Buses in Toronto, on King St, Queen St, Gerrard Street and other locations. Best wishes, Dr. Satyamurti
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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.
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i wanna do research about mesoscopic traffic flow parameters which affect crash severity in urban highway. i know that mesoscopic parameters are combination of macroscopic & microscopic parameters. but what kinds of variable should i consider for making a crash severity models
thanks for your time and consideration
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Crash Severity on a urban highway, as on other roads, mainly depends on the kinetic energy. The kinetic energy by the speed. The speed by traffic flow, density, lane width, tortuosity of the route etc.
I would check the following parameters in function of the crash  severity:
number and width of lanes, traffic flows per lane (in passenger car equivalents per hour), composition of traffic flow, speed (85th percentile or speed diagrams for the entire path), speed differences among different types of vehicles (such as cars, vans, trucks etc).
The interdependence of these parameters and the crash severity should give you some good results.
Good work and good luck
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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.  
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The short answer is yes and by a large margin. Capacities up to 35000 passenger per hour and direction and even more have been OBSERVED in Transmilenio BRT. See the BRT Planning Guide: https://www.itdp.org/wp-content/uploads/2014/07/52.-Bus-Rapid-Transit-Guide-PartIntro-2007-09.pdf
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Trains cross the railway bridge, what if there's no monitoring, and simple ways of cycle counting; would including the train's axles make correct sens !
Or counting a train as One single cycle ? 
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If the influence line of the detail is small ( 4 m e.g. ) , the detail will see every axle causing one cycle. If it is long ( 100 m ) there will be only one cycle with each train.
This question is in the eurocodes treated with the lambda-1 factor. For road bridges, the eurocodes do not provide good rules for all cases to compute this factor, but only for usual cases.
I don't know if the eurocodes are all right for railway bridges.
In the general case, the solution is to cumule the fatigue damages : For the influence lines, the calculation leads to an history of stresses. This history of stress can be treated according to EN 1993-1-9 ( normative Annex A ) with
the Rainflow counting method.  For this purpose you need as M. Suresh Bhalla wrote, records of the real traffic.
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Can we apply any data mining technique on time-series data such as provided by NGSIM project to model the car-following behavior i.e. uninfluenced driving, following a lead vehicle, emergency braking and approaching a slow vehicle?
Which techniques are useful in this context? 
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Hi Umair, I recently proposed a data-driven car-following model in the following paper: A simple nonparametric car-following model driven by field data. Transportation Research Part B, 80(2015), 185–201. Hopefully, it may help. 
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What are the free software on based GIS-technologies for the simulation regularities of traffic flows in the city? What are the free software for the optimization of traffic lights and other technical means of traffic control? What are the specific mathematical and information models to simulate scenarios for transport development in the city? What are the special technologies and algorithms for processing data traffic? As can be statistically modeled traffic flows if there is no data from surveillance cameras for traffic flow?
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You can have a look at the attached paper. It deals with the large-area signal optimization based on flows from a macroscopic model and thus might be suited for your case of "no data from surveillance cameras for traffic flow".
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I am failing to get the exact formula to estimate the distance between a moving vehicle and APs ahead, in an environment, where a 3G macroc-ell is overlaying a number of small cells networks such as WI-Fi cells.  
attached is the diagram explaining clearly what I am requesting help for.
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Under mentioned report might be useful for you that used video recorded data.
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I want to model leaching of fly ash deposits using a reactive transport code, and the existing database does not include all of the reactions I need. Has anybody done modification on database? What are the steps and considerations? I know that convergence of the data is an important concern, but how should I care about it?
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Dear
Concerning thermodynamic data, you can visit the webpage https://www.thermochimie-tdb.com.  There is a database that, as far as I know, is being currently updated. Moreover, it gives you the data base in crunch format.
Once you have it and in case you still need,  you can add  species/solid phases trying to be consistent with data already in the database. In the webpage  you will find  information on how to select and introduce data.
Concerning kinetic data, things are not as clear. You can find the law you need in the literature or by yourself and then "translate" it to the Crunch format.
Cristina
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I am looking for a transportation network with directions and capacity for each link/edge.
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The paper I mentioned is as follows:
" Fanrong Xie , Yuchen Jia, Renan Jia. Algorithm for Minimum Cost Maximum Flow in Transportation Network. Journal of Convergence Information Technology, 2012, 7(7):165-173." 
You can also find it in EI Village, or in researchgate.net  .
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Transport Differential on different farming goods produced in different parts of a country.
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Hi, Morton
Please forgive me for taking so long to do follow up on my question, but I think your interpretation is spot on. I did check on the link you provided; it is very much helpful.
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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?
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Dear Rajat,
The pedestrians would be conflict (with the vehicle traffic) two times for the divided road. But in case of undivided road it's half of the divided case. 
If you explain more about the problem, I can answer more.
I hope this would be helpful.
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Could you recommend any sources: How to measure influence of ITS services on traffic safety?
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A general problem with any long-term before-after study on traffic safety is the general trend towards fewer serious accidents by a number of reasons including passive safety, road improvement, increased driver education, and so on. In a simple before-after study, all these effects act as uncontrollable confounding variables. To be able to recognize and possibly eliminate them, one needs at least four data sets: 1. Test site before ITS, 2. test site after ITS, 3. a different reference site at the time of Set 1, 4. reference site at the time of Set 2 and with *unchanged* ITS status. Of course, this four-stage design is only possible if the deployment of ITS can be controlled locally (infrastructure-based ITS, e.g., V2I or I2V) rather than purely vehicle-based ITS (V2V and all sorts of local assistance systems). Furthermore,  the results pertain to ITS with infrastructure components, only.
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Recently, several studies on calibrating traffic flow models have been undertaken using support vector regression (SVR). For me, the method seems to be a bit counter-intuitive. Rather than the sum of the squared errors, the sum of squared prefactors of the model function is minimized. However, this seems to have nothing to do with the fit quality itself. The fit quality enters only indirectly in form of some constraints, and small deviations are not penalized at all. Furthermore, you obtain a sort of black-box model which is lengthy to write down explicitly and which cannot be understood intuitively. Under which circumstances, the SVR should nevertheless be preferred to an ordinary LSE minimization?
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Hi Martin, thank you for the nice clarification.  I now have a better appreciation for your question.  Here's my take: consider the following estimation problem: Let x_i denote the a sample of exogenous variables and let w denote the vector of prefactors of x.  For simplicity, let's say f(x_i) = w.x_i + w_0, that is, we are fitting a linear function and where w_0 is an intercept.  A general estimation problem is given by 
minimize [ \sum_i L( x_i, f(x_i) ) ] + \lambda ||w||_2,
where L(,) is a "loss"/distance function, \lambda is a constant weight (Lagrangian multiplier) and ||.||_2 is the l_2 norm.
The second term "\lambda ||w||_2" is interpreted as a rugularizer, which is usually included to mitigate the possibility of over-fitting and to promote a unique solution to the estimation problem.
For LSE minimization, one chooses an l_2 distance for the loss function, "L(,)".  For SVM regression, one chooses an l_1 distance function (the absolute value).  The difference between these two loss functions is that the l_1 distance function promotes solutions which are sparse, i.e., solution vectors with many zero entries.  In the context of SVMs, this translates to only a small number of points in the dataset dictating the form of the fitted function f(); namely, those which lie on the boundary of the margin.
So, I guess your question boils down to: when is sparsity a preferred property?  In general, I think the answer depends on context.  Sparsity has its advantages when dealing with very large datasets and one is interested in understanding which small subset of the samples is most representative of the entire set.  It is also a key attribute for compression. 
I hope this provides some clues towards an answer to your question.  This is indeed a very interesting question.
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i need every thing about (survey articles) regarding Multi-agent  simulation of road traffic / transportation
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Can anyone describe the positives and negatives of tilt technology in railway vehicles in simple words? 
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Positives - you can go faster through a horizontal curve with a small radius.  Negatives - such car costs more. 
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I need experimental values of natural frequencies of Indian Railway Coach to validate with the values I get using simulation
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Srihari,
I HAVE DETERMINED NATURAL FREQUENCIES OF GENERAL SLEEPER COACH IN MY DOCTORAL THESIS. HOWEVER IT IS NOT COMPARED WITH ANY RDSO NATURAL FREQ. VEHICLE DATA IS OBTAINED FROM RDSO.
YOU CAN GO THROUGH MY IJVSS PAPER ''STABILITY AND EIGENVALUE........................FOR THIS STUDY.
DR RC SHARMA
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Is it correct to account generalized forces in determining natural frequencies of different rigid bodies of railway vehicle coach in Lagrangian formulation? or the generalized forces are not to be accounted in determining natural frequencies?
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You have to keep in mind that the natural frequencies are evaluated with the following equation ma+cv+kx=0. In a simplified way ma+kx=0. Therefore, the external forces are not considered.
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I know this is a long shot and it's something difficult to research let alone find on the internet, but if you have any references about this subject I'd be grateful. It's more from a standpoint of traffic psychology. Example:
There are 2 routes and both have similar features as well as distance to the final destination. One of the routes is more important and thus is used heavily by buses. If drivers knew that fact, at what percentage or would they at all (but it has to be proven) choose the other route?
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Many aspects of discrete choice are made more difficult when there are correlations between the choices / attributes of the options (often results in probit rather than more elementary logit formulation). Thus, for example the presence of more buses may lower traffic count, but the stop / start pattern of transit could make the free flow travel time only an approximate measure of the link performance.
I recommend "Route Choice: Wayfinding in Transport Networks" by P.H.L. Bovy and E Stern published by Kluwer in 1990. The section called "elements" around p 100 is very good on the issue you raise. I'd say that the bottom line would that congestion (no matter what form it takes) is going to provoke modification of routes, and that the resulting equilibrium traffic assignment follows fundamental traffic engineering principles (user equilibrium). Whether you can get some additional quality into the behavioral predictions by altering the mix of vehicle types is probably going to take some further digging.
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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!
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some of the items:
1. no of users
2. benefit gain
3. time saving in travelling
4. economic benefit gained form the project
etc
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Anybody aware of published research / studies about transport management for old / historic cities?
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You maybe able to find published academic papers in these journals which more or less cover all aspects of transport research: Transport Research, Part A, B, C,D,E,F.
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I am looking at the impact that digi-tech diagnostic and repair equipment has had on the skilled transportation trades example vehicle repair mechanics.
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Dear,
I dont know if this(see attached file) may be helpful for you
Best Regards,
BOKO-HAYA
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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?
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Hello Mayra,
You have rightly pointed out to one of the key issues in implementation. As in the case of my home country India, GPS tracking in vehicles though already implemented is restricted to a specific domain and scale. I strongly think that devising an intelligent transport management systems with single window approach to track-record of all public transports could be the next step in this quest.
Best Regards....
PARAG
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Please tell me where I can read the publication about criteria (measures), which allow to evaluate the quality of the road traffic management (such as delays cars, the number of traffic accidents, and other possible integral criteria). 
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In Brazil, the quality of service on rural highways are determined based on HCM. However, there are studies that have been produced to create appropriate methods to evaluate these roads. Some papers were published in english, but others are not published yet.
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Man commits movement at different targets (employment, education ...). In this case, he can use a private car, and maybe in other ways - by public transport, on foot, bicycle .... Our research shows that the probability of being involved in a road traffic accident using public transport is much lower than when using personal vehicles. Because with this it would be interesting to know the results of studies on the effect of the quality of passenger traffic (speed, density of the route network, etc.) public transport on the distribution of modes of transportation, and as a consequence, on road safety.
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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.
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Fines is the most effective method to improve road safety these days in my country.
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Linear regression, logit model and probit models are the best used tools, but what are their advantages and disadvantages in traffic flow and transportation research problems, where prediction has random events like vehicle arrival time or gaps between vehicles or choice of transportation mode etc.
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The simple way I can think of explaining is this,
Use of certain model depends on the nature of the data you are using. Each model has its advantages and limitations for each dataset
1. Linear Models(Regression)> Are used when you have metric variables both explanatory and explained. Test for Performance or goodness of fit you use R-squared
2. ANOVA or MANOVA are also applied on the above-mentioned variables but MANOVA is extended to apply when you have some non-metric explanatory variables(But the outcome has to be metric). Test for performance/Goodness of fit you use Chi-square test.
3. Negative Binomial Models, Poisson, Gamma- Are used for models with both metric and non metric explanatory variables but with count outcomes like number of occurences (eg crashes, or arrivals etc)Test for performance here uses log-likelihood test which can also sometimes be presented as chi-square.
4. Logit/ Probit Regression Models for binary or Multinomial. This can be used for any model, kind of explanatory variables but for outcome variable, must be categorical> binary for the Binary models(Means two categories) and  More than two outcomes for multinomial. Test for performance here also uses log-likelihood test which can also be presented as chi-square.
That is to the best of my knowledge. 
 
 
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As part of some research I am trying to collect and list the current highway design standards in different countries (see attached publication). Can anyone help with suggestions for other countries / or corrections to those in this version of the publication?
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Thanks very much for the link Dragan. I added some notes on documents from Serbia to the latest version of my (draft) publication, and will update them after I have checked out the details on your linked website.
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And what is the scientific reason behind the selection of that level? Any reference about this? Thanks in advance
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2.35467
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I am looking for a tool that would help me add traffic signs to a transport map. Is there a tool that can help with that? Also is there a database offering such information about a specific country or a city (say for Morocco or Marrakech)?
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You can use OpenStreetMaps.
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Where I can find a good explanation of the difference between stochastic and deterministic optimization of transportation network design?
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The definition is general to many optimization applications. The objective function (OF) is the procedure used to determine the response value that you are seeking to minimize or maximize, and the decision variable (DV) is the independent variable that you are changing to optimize the OF-value. A deterministic OF returns the same, identical OF-value each time it is given the same DV-value input. By contrast, some OF-values are calculated with a procedure that contains random influences that would represent possible realizations of diverse uncontrolled influences, termed Monte Carlo simulations. In this case, an identical design input, an identical DV-value, will return a distribution of OF-values.
I'm not exactly sure what your transportation network represents. But, I'll suppose it is a road, to provide specific examples. A DV could be the number of parallel lanes in a road. A deterministic OF could be the cost of the road. The more lanes, the more paving and the more land, the more cost. If you repeat the calculation tomorrow, with the same road plan, and landowners, you get the same OF-value.
A stochastic OF might represent the number of accidents. A 10-lane road would provide plenty of space. A 2-lane road (one lane in each direction) will have some people passing others in the on-coming lane. You could simulate traffic patterns (slow cars, and fast cars) and human patience (willing to go slow, wanting to pass immediately) over a year and count the number of cars that will have near misses with oncoming traffic. Depending on the random number sequence, the number might be 80 near misses. But, if you repeat the simulation, it might return 90 or 60 near misses. Each run of the simulator provides a different OF-value.
Stochastic OFs confound an optimizer search for the best DV value. Near the minimum the stochastic variability might be larger than the DV impact, and the superficial trend might make the optimizer move the DV in the wrong direction.
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Standards in three major fields: 1) Routes 2) Personnel 3) Transportation Means.
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Thanks a lot dear sir.