Questions related to Transportation Science
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.
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"
How can isolate traffic accidents which occured due to the effect of changing in skid reistance using regression model?
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.
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.
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.
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.
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?
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.
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.
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?
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.
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.
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.
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
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.
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 ?
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?
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?
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.
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?
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?
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?
I need experimental values of natural frequencies of Indian Railway Coach to validate with the values I get using simulation
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?
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?
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!
I am looking at the impact that digi-tech diagnostic and repair equipment has had on the skilled transportation trades example vehicle repair mechanics.
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?
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).
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.
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.
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.
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?
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)?
Where I can find a good explanation of the difference between stochastic and deterministic optimization of transportation network design?
Standards in three major fields: 1) Routes 2) Personnel 3) Transportation Means.