Abstract

The traffic investigation is one of the most important parts of an Environmental Impact Statement of projects involving the construction of new roadway facilities and/or the improvement of existing ones. The focus of the traffic analysis is on the determination of anticipated traffic flow characteristics of the proposed project, by the application of analytical methods that can be grouped under the umbrella of capacity analysis methodologies. In general, the main traffic parameter used in EISs to describe the quality of traffic flow is the Level of Service (LOS). The current state of the practice in terms of the traffic investigations for EISs has two main shortcomings. The first one is related to the information that is necessary to conduct the traffic analysis, and specifically to the lack of integration among the different transportation models and the sources of information that, in general, reside in GIS databases. A discussion of the benefits of integrating CRS&SI technologies and the transportation models used in the EIS traffic investigation is included. The second shortcoming is in the presentation of the results, both in terms of the appearance and formatting, as well as content. The presentation of traffic results (current and proposed) is discussed. Thismore » chapter also addresses the need of additional data, in terms of content and coverage. Regarding the former, other traffic parameters (e.g., delays) that are more meaningful to non-transportation experts than LOS, as well as additional information (e.g., freight flows) that can impact traffic conditions and safety are discussed. Spatial information technologies can decrease the negative effects of, and even eliminate, these shortcomings by making the relevant information that is input to the models more complete and readily available, and by providing the means to communicate the results in a more clear and efficient manner. The benefits that the application and use of CRS&SI technologies can provide to improve and expedite the traffic investigation part of the EIS process are presented.« le Document type: Report

Abstract

La presente tesis de maestría contiene el desarrollo de una investigación que permite determinar el grado de mejora futuro en la movilidad de una zona de alta congestión vehicular para cualquier ciudad, a través de la medición de la variación del nivel de servicio en las vías urbanas comparando al escenario base con un escenario hipotético en donde hay una implantación de un sistema de cobro por congestión para autos particulares, como medida para desestimular el uso del auto, reducir los flujos vehiculares en las vías en las horas pico y aumentar así los índices de movilidad. La investigación aporta una metodología para determinar la variación del nivel de servicio a partir de la velocidad de circulación de los vehículos en las vías urbanas de una zona congestionada ante la implantación de una tarifa de cobro por congestión. Para ello, se utilizó como herramienta el software de macromodelación PTV Visum 14, por medio del cual se realizó simulaciones tanto para el escenario base como para el escenario hipotético de cobro, con el cual se obtiene las velocidades en cada uno de los segmentos de vías de la zona en estudio. El nivel de servicio se determinó, utilizando los procedimientos de análisis recomendados por el Manual de Capacidad Vial Americano HCM – 2000, en su referente a las vías urbanas. La metodología de investigación, se aplicó para la zona céntrica de la ciudad de Medellín, en donde a partir del análisis e insumos de información secundaria fue posible definir un escenario hipotético de cobro por congestión que se comparó con un escenario base. Los resultados obtenidos indicaron para el escenario hipotético de cobro un 15% de aumento de la velocidad media de circulación en las vías internas y una disminución del 5% de la velocidad media para las vías del anillo circundante (libre de cobro); en cuanto al nivel de servicio de las vías, en la zona interna aproximadamente 2,5 Km (14%) de vías mejoran el nivel de servicio pasando de un nivel de servicio menos favorable a uno más favorable, pese a esta variación, el 40% de vías (7,4 Km) continúan en niveles de servicio desfavorables (D, E y F). Por otro lado, se evaluó el tiempo de viaje en la red para los dos escenarios, obteniéndose que el tiempo medio de recorrido por cada auto en las vías internas se reduce de 3,00 minutos/Km en el escenario base a 2,54 minutos/Km en el escenario con cobro; para toda la red interna y todos los autos se tiene una reducción del 41%, pasando de 5.471,23 a 3.217,87 horas de viaje, lo que en beneficios sociales representados en ahorro del tiempo para todos los usuarios viajantes significa un ahorro de aproximadamente 67,8 Millones de pesos diarios que equivale aproximadamente 16.360 Millones de pesos al año; en cambio para el anillo vial circundante se tiene que los tiempos de viaje totales del anillo se incrementan en un 6%, pasando de 6.741,40 a 7.175,19 horas. El estudio también permitió identificar que el alto grado de congestión de la zona centro de Medellín no sólo es causa del uso del auto particular, sino de otros modos motorizados como las motos, el taxi, y los buses; además, de la invasión de vías y espacios públicos por el comercio informal, por parqueos indebidos y zonas de acopio que reducen la capacidad de las vías. Todos estos resultados permitieron concluir que el escenario de cobro por congestión en la forma como fue evaluado sería una medida que proporciona buenos resultados para mejorar la movilidad del centro de la ciudad de Medellín, pudiendo llegar a obtener mejores resultados con algunos cambios y medidas adicionales como incluir también una tarifa para restringir el uso exagerado de las motos, implementar la reorganización y modernización del transporte público colectivo, mejorar la gestión y control del tránsito mediante políticas de uso y racionalización del espacio público y aparcamientos; políticas de promoción del transporte no motorizado, entre otras. Abstract: this master's thesis contains the development of a research to determine the level of future improvement in the mobility of a high vehicular congestion zone for some city, by measuring the variation in the level of service in comparing urban roads the base with a hypothetical scenario where there is an implementation of a congestion charging system for private cars, as a measure to discourage car use, reduce traffic flows on roads during peak hours and increase mobility rates scenario. The research provides a methodology to determine the variation in the level of service from the speed of vehicles on urban roads in a congested area before the implementation of a congestion charge fee. To this, it was used as tool software macro-model PTV Visum 14, whereby simulations for both the baseline and for the hypothetical scenario collection was performed, which speeds is obtained in each of the segments of roads of the study area. The service level was determined using the analysis procedures recommended by the American Highway Capacity Manual HCM - 2000, as regards urban roads. The research methodology was applied to the central area of the city of Medellin, where from analysis of secondary information and input was possible to define a hypothetical scenario that congestion charging was compared to a baseline scenario. The results showed for the hypothetical scenario of charging 15% increase in the average velocity at the domestic level and a decrease of 5% of the average speed of the surrounding ring roads (free of charge); in the level of service roads in the inner area about 2,5 km (14%) of roads improve the level of service from a level of service less favorable to one more favorable, despite this variation, 40 % of roads (7,4 km) are still in unfavorable operating levels (D, E and F). On the other hand, was assessed travel time on the network for the two scenarios, obtaining the average travel time for each car at the domestic level is reduced to 3,00 minutes/Km in the baseline scenario to 2,54 minutes/Km on stage with collection; for the entire internal network and all cars have a reduction of 41% from 5471,23 to 3217,87 hours of travel, which represented in social benefits in time savings for all travelers it means users save approximately 67,8 million pesos per day or approximately 16360 million pesos a year; in exchange for the surrounding ring road must be total travel time of the ring is increased by 6%, from 6741,40 to 7175,19 hours. The study also identified that the high level of congestion in the downtown area of Medellin is not only because of the use of the private car, but in other ways as motorized bikes, taxis, and buses; Furthermore, the invasion of roads and public spaces for informal trade, for improper parking and storage areas that reduce the ability of the tracks. These results concluded that the scenario of congestion charging in the form as assessed would be a measure that gives good results for improving the mobility of downtown Medellin, but could do better with some additional changes and measures as also include a fee to restrict the excessive use of motorcycles, implement the reorganization and modernization of public transport, improve traffic management and control through use policies and rationalization of public space and parking; policies to promote non-motorized transport, among others.

Abstract

It is very complex to assure the dynamics of traffic networkin urban environment because of the intensity of traffic flowsand the limited space in the urban area. Signalized intersectionsare undoubtedly very important and frequent element inroad traffic network in urban regions, which greatly influencesthe traffic flow dynamics on each section as in the whole trafficnetwork. The time (delay) a vehicle needs to drive through anintersection directly influences the travel comfort, fuel consumption,traffic pollution and so on. There are many methodsfor dimensioning signalized intersections in the world literature.One of the most applied methods is the HIGHWAY CAPACI1YMANUAL (HCM) 2000 which is based on competentinput traffic flows and other characteristics of traffic signalregulations. The intention of this paper is to establish whetherwe can use the HCM 2000 method directly in the Slovenian realenvironment. Based on the established methodology of researchand limited number of delay measurement in real environmentintersections, there have been some deviations. Thecompletion of the level of service criterion for signalized intersectionshas been proposed, with the intention for more suitabilityestimation in the realistic environment. Zagotoviti dinamično odvijanje prometa na urbanem cestnem omrežju je vsled intenzitete prometnih tokov in omejenega prostora v mestih zelo kompleksno. Križišča s svetlobno signalnimi napravami so nedvomno pomemben dejavnik, ki pogojuje funkcionalnost omrežja. Čas, ki ga vozilo potrebuje za prevoz križišča neposredno vpliva na udobnost potovanja, porabo goriva in posledično na onesnaževanje okolja. V svetovni literaturi je zaslediti dosti metod za dimenzioniranje semaforiziranih križišč. Ena najpogostejše uporabljenih metod je HCM 2000, ki temelji na merodajnih vhodnih prometnih tokovih ter drugih značilnosti tovrstnih prometnih ureditev. Namen članka je preveriti, ali je moč predlagano metodo direktno uporabiti v slovenskem realnem okolju. Na osnovi vzpostavljene metodologije raziskovanja in omejenemu številu meritev zamud vsled signalnih naprav v križišču, so bila ugotovljena določena odstopanja. Predlagane so dopolnitve kriterija za določitev nivoja usluge za križišča s svetlobno signalnimi napravami, ki ustrezneje opredeljujejo dejansko stanje v realnem prometnem prostoru.

Abstract

In order to optimally allocate resources to help ensure that transport infrastructure networks continue to provide acceptable levels of service immediately, or as fast as possible, following the occurrence of extreme events, the resilience of the infrastructure need to be estimated. In this paper, a guideline is presented, based on (Adey et al., 2019), that allows managers to measure the resilience of infrastructure networks. The guideline emphasizes that to this scope it is required to define clearly: (i) the transport system, and the way to consistently measure (ii) the service and (iii) the resilience. Particular attention is paid on the fact that resilience can be measured with various degrees of precision depending on the specific problem to be addressed, the time-frame at disposition and the expertise available. Guide are then given on how to do this either using simulation, indicators, or the percentage of fulfilment of the resilience indicators.

Abstract

BSTRACT: Traffic delay is one of the most important factors used in intersection analysis. This study focused on the average delay by looking at different alternative junction models. These different models analyzed with and without signalization according to cycle length in order to help create alternate designs. Green intervals were optimized to reduce average delay in order to assist the level of service for the given junction. The traffic and geometric data were taken from the Imam Hamza Intersection as a case study. A delay problem in this intersection of Dohuk city (northern Iraq) was analyzed and redesigned under the present conditions of right-of-way and volumes of traffic. Firstly redesign for signalized intersection was done by expanding the roads of each approach. Then designs of three new interchange models were proposed. A forecasting of traffic volumes for the next fifteen years was taken using each design model. The simulations for these new models were taken by applying different scenarios for each model in order to find the best results of delay and level of service. Likewise a comparison was made based on the best amount of delay obtained from these new models. Finally, the level of delay for the peak hours of each model was compared with the current level of delay in the intersection in order to find the total delay hours for next fifteen years and determine the most effective design in terms of reducing delay in the given intersection. The conclusion of this study displayed the second model diamond interchange had the minimum results of delay comparing with the other models. Keywords: Delay, Signalized intersection, Diamond interchange, Imam Hamza Intersection, Level of service, Traffic jam, Delay time cost. ………………………………………………………………………………………………………………………… ÖZ: Kavşak analizinde en önemli etkenlerden biri de trafikte yaşanan gecikmelerdir. Bu araştırma alternatif kavşak modellerini ele alarak ortalama bekleme sürelerinin sonuçlarını mercek altına almayı hedeflemektedir. Bu farklı modeller alternatif tasarımlar yaratmak için sinyal süresine göre hem sinyalizasyon ile hem de sinyalizasyonsuz halde analiz edilecektir. Söz konusu olan kavşağın hizmet seviyesini artırmak için yeşil ışığın süreleri en iyi şekilde kullanılarak ortalama bekleme gecikme süresinin azaltılması amaçlanmaktadır. Trafik ve geometrik veriler örnek olay incelemesi olarak Imam Hamza kavşağından alınacaktır. Irak’ın kuzeyindeki Dohuk şehrinde bulunan bu kavşaktaki bir gecikme problemi mevcut trafiğin sağ şeridi ve trafik yoğunluğunun durumu göz önünde bulundurularak analiz edilip yeniden tasarlanacaktır. Elmas şeklinde köprülü kavşağın üç yeni modelini tasarlamak için önümüzdeki 15 yılın trafik yoğunluk tahminleri dikkate alınacaktır. Aynı şekilde söz konusu olan yeni modeller ile benzer yollardaki gecikme süresi baz alınarak bir karşılaştırma da yapılacaktır. Bu süre miktarı tespit edilince gecikmeden dolayı oluşan maliyet belirlenebilecektir. Son olarak, gelecek 15 yılın toplam gecikme süresini bulmak, en etkili modeli belirlemek ve verilen kavşaktaki gecikme süresini düşürmek için her modelin yoğun saatlerdeki gecikme süresi ve kavşaktaki şimdiki gecikme süresi karşılaştırıldı. Anahtar Sözcükler: Gecikme, siyalizasyonlu kavşak, Elmas şeklinde kavşak, Imam Hamza kavşağı, Hizmet seviyesi, Trafik sıkışıklığı, Gecikme süresi maliyeti. Master of Science in Civil Engineering. Thesis (M.S.)--Eastern Mediterranean University, Faculty of Engineering, Dept. of Civil Engineering, 2014. Supervisor: Assist. Prof. Dr. Mehmet Metin Kunt.