Traffic Simulation

Congestion is everywhere. It arises in human activities of all kinds, and its consequences are usually negative. Peak demands for goods and services often exceed the rate at which that demand can be met, creating delay. That delay can take the form of supermarket check-out lines, and long waits for a table at a popular restaurant. Automobile congestion has myriad impacts, from wasted fuel and added emissions to frayed nerves, more expensive goods, and elevated crash rates. Its clearest impact is delay, or lost time. Baghdad city experienced severe traffic congestion. Especially in the present few years, and this normal in the absence of any modern techniques and traffic management studies to relive or alleviate some of the adverse consequences of congestion mentioned above. In the present research a public questionnaire were made for an educational staff in one of Baghdad universities, some important questions were involved in this questionnaire like the presence of congestion place...

Traffic congestion has become a great challenge and a large burden on both the governments and the citizens in vastly populated cities. The main problem, originally initiated by several factors, continues to threaten the stability of modern cities and the livelihood of its habitants. Hence, improving the control strategies that govern the traffic operations is a powerful solution that can solve the congestion problem. These improvements can be achieved by enhancing the traffic control performance through adjusting the traffic signal timings. This paper focuses on finding various solutions for the addressed problem through the optimization using simulation of traffic signal timings under oversaturated conditions. The system under study is an actual road network in Alexandria, Egypt; where, numerous data have been collected in different time intervals. A series of computer simulation models to represent the actual system as well as proposed solutions have been developed using the Exte...

The first step has been taken in the effort to develop a microscopic simulation model of mixed motor vehicle and bicycle traffic over an entire network. The primary objective was to develop the main algorithm of BICycle SIMulator and translate it into a working computer program. To achieve the goal, the gaps in the existing literature were filled by data collected at the University of Delaware campus in Newark. An equation of mixed bicycle and motor vehicle following was developed and used for the representation of longitudinal interaction of vehicles. The program was implemented in C+plus; programming language and tested on real-world data. The resulting software is the first in the world to allow the inclusion of bicyclists in the analysis of urban transportation by the means of microscopic simulation.

Now a day's traffic congestion issues in Chittagong city is becoming worse day by day. This happens due to the slow-moving vehicles, occupied footpath, unauthorized car and bus/truck lay over, traditional traffic signal timings Government authorities are building flyovers to abate the intensity of congestion which is not always a great solution but cost a huge amount of money. Saturation flow in any intersection is huge to control with traditional traffic signal system. The aim of this paper is to assess and develop the traffic operations at the AK Khan (T) and Alongkar (four leg) intersection which are situate near the most congested portion of Chittagong city due to bus terminal area. Traffic count studies are conducted to determine the number, movement and classification of vehicles at an intersection. In this study, an improved traffic signal timings i.e. green time, amber time and red time have selected for continuous movement of vehicles through the intersection to ameliorate the situation of delays, average speed and queue length to do that videography survey has conducted at 15 minutes of intervals during estimated peak hour. In addition, geometric, traffic and signalized data were collected during peak time periods. In this study, we calculated the signal timings (Green time, Yellow time, Red time, Cycle time and Lost time) and it is optimized by VISSIM which is a traffic simulation software. Delay time and average speed are determined manually and compared after optimization in VISSIM. Another alternative solution is given i.e. construction of one through overpass for one direction (from AK Khan to Alongkar) for through vehicles to have more improved traffic condition. These solutions will be advantageous for the signalized intersections especially during rush hours, decreasing the travel cost, greenhouse gas emission & number of accidents, increasing the efficiency of the road network, improving traffic flow and traffic operations.

Streszczenie: Praca opisuje pomysł na system zarządzania ruchem pojazdów w dużej skali (np. miasta wielkości Warszawy i większe) bazujący na zastosowaniu symulacji komputerowej w modelu mikroskopowym, metaheurystyk (np. algorytmów genetycznych), obliczeń o wysokiej wydajności i sieci neuronowych. Rozważania teoretyczne sugerują, że system taki może działać lepiej niż współczesne systemy zarządzania ruchem. Wyniki eksperymentów są obiecujące i pokazują, że warto prowadzić prace badawcze w tym obszarze. Abstract: The article presents an idea for a traffic management system working efficiently in a scale of a large city (e.g., of the size of Warsaw or larger) based on microscopic traffic simulation, metaheuristics (e.g., genetic algorithms), high-performance computing and artificial neural networks. Theoretical deliberations suggest that such system may outperform existing traffic management systems, while initial experiments are encouraging and show that some research efforts should be put to investigate this possibility further. 1. Wprowadzenie Problem optymalnego zarządzania ruchem drogowym jest bardzo ważny z punktu widzenia gospodarki i efektywnego funkcjonowania współczesnych miast. W stosowanych już obecnie w Polsce i na świecie rozwiązaniach dużą rolę odgrywają nowoczesne technologie ITS. Powstają zaawansowane, zintegrowane systemy zarządzania ruchem, które potrafią działać w trybie adaptacyjnym, zbierają przy pomocy detektorów dane o ruchu drogowym, analizują je w czasie rzeczywistym i podejmują odpowiednie działania (np. rekonfiguracja sygnalizacji świetlnych),

Large-scale network simulation is widely used to facilitate development, testing and validation of new and existing network technologies. To ensure a high-fidelity experimental environment, we often need to embed real devices and have the simulator running faster than real time. Since the generation and movement of background traffic in a network simulation represents so much of the workload, we develop here techniques for modeling background traffic through switches that use Fair Queueing scheduling. Our work is an extension of earlier efforts that assumed all switches use First-Come-First-Serve scheduling. It turns out the the scheduling policy has an important impact on the logic of the earlier technique, and on the performance it delivers. We describe the algorithm and give experimental results that show that like the earlier work, very significant acceleration of background traffic simulation is achieved.

Detailed specifications of urban traffic from different perspectives and scales are crucial for understanding and predicting traffic situations from the view of an autonomous vehicle (AV). We suggest a data-driven specification scheme for maneuvers at different design elements of the built infrastructure and focus on urban roundabouts in Germany. Based on real observations, we define classes of maneuvers, interactions and driving strategies for cyclists, pedestrians and motorized vehicles and define a matrix for merging different maneuvers, resulting in more complex interactions. The sequences of these interactions, which partially consist of explicit communications, are extracted from real observations and adapted into microscopic traffic flow simulations. The simulated maneuver sequences are then visualized in 3D environments and experienced by bicycle simulator test subjects. Using trajectory segments (in fictional space) from two conducted simulator studies, we relate the record...

—Adaptive traffic control system is the latest generation of traffic control systems that operates, manages and control the signalized intersections with/without coordination. ATAK is one of the adaptive traffic control system that is developed by ISBAK Inc., in Turkey. It uses the genetic and fuzzy-logic algorithm as an optimization tool. The genetic algorithm is used for optimizing signal timings and fuzzy logic is used for controlling the exceptional cases during the operation of traffic control devices. This study defines the ATAK system as an traffic management tool at signalized intersections. The performance of the system is outlined. Application of the ATAK system at isolated and coordinated intersection showed that the performance improvement is about 10% in terms of cycle time and travel time improvement is about 15%.

We built a multiagent simulation of urban traffic to model both ordinary traffic and emergency or crisis mode traffic.
This simulation first builds a modeled road network based on detailed geographical information. On this network, the simulation creates two populations of agents: the Transporters and the Mobiles. Transporters embody the roads themselves; they are utilitarian and meant to handle the low level realism of the simulation. Mobile agents embody the vehicles that circulate on the network. They have one or several destinations they try to reach using initially their beliefs of the structure of the network (length of the edges, speed limits, number of lanes etc.). Nonetheless, when confronted to a dynamic, emergent prone environment (other vehicles, unexpectedly closed ways or lanes, traffic jams etc.), the rather reactive agent will activate more cognitive modules to adapt its beliefs, desires and intentions. It may change its destination(s), change the tactics used to reach the destination (favoring less used roads, following other agents, using general headings), etc.
We describe our current validation of our model and the next planned improvements, both in validation and in functionalities.

As no exact model of traffic flow exists due to its high complexity and chaotic organisation, researchers mainly try to predict traffic using simulations. Within this field, many simulation packages exist and differ in their software architecture paradigm as well as in the models that describe traffic itself. We will introduce yet another system which, in contrast to most of

Rechtlichen Anforderungen an automatisiertes Fahren basieren unter anderem auf dem Wiener Übereinkommen über den Straßenverkehr von 1968, das einen Rechtsrahmen für nationale Straßenverkehrsgesetze vorgibt. In Deutschland erfolgte mit Wirkung vom 21. Juni 2017 die Ergänzung der Paragraphen 1a und 1b in das Straßenverkehrsgesetz (StVG). Entsprechend dem § 1a Absatz 1 StVG ist der Betrieb eines Kraftfahrzeugs „mittels hoch- oder vollautomatisierter Fahrfunktion“ grundsätzlich zulässig, unter der Bedingung, dass die Funktion bestimmungsgemäß verwendet wird. Wegen der Bedeutsamkeit des Themas hatten sich 2015, 2018 und 2019 Arbeitskreise beim deutschen Verkehrsgerichtstag für Empfehlungen zum automatisierten Fahren ausgetauscht.
Hier wurde auch auf den bereits mehrfach von dem Juristen Prof. Dr. Dr. Hilgendorf zitierten „Aschaffenburger Fall“ von Januar 2012 hingewiesen. Dabei wurde davon ausgegangen, dass ein wegen Schlaganfall bewusstloser Fahrzeugführer durch einen aktivierten Lenkassistent in einen Ort eingefahren ist und im Anschluss zwei Menschen getötet hat. Das Fahrzeug entsprach dem Stand der Technik und Hilgendorf begrenzt in diesem konkreten Fall die Sorgfaltspfl icht des Herstellers durch den Grundsatz des erlaubten Risikos. Im Rahmen der Produktbeobachtungspflicht müssen jedoch seiner Meinung nach zukünftige Neuentwicklungen Konsequenzen aus diesem nun bekannten Verkehrsunfall ziehen. Als weiteres Beispiel wurde der tödliche Unfall in Tempe im US-Staat Arizona angesprochen, bei dem ein Uber-Testfahrzeug im selbstfahrenden autonomen Modus mit einer Fußgängerin und ihrem Fahrrad kollidierte. Es handelt sich dabei um den ersten aufgezeichneten tödlichen Fußgängerunfall mit einem selbstfahrenden Uber-Testfahrzeug. Auf der Basis von veröffentlichten Fotos des Deformierten Volvo XC90, der Unfallstelle mit den Endlagen konnte vom Verfasser eine Unfallrekonstruktion mit PC-Crash angefertigt werden. Unter Annahme einer Geschwindigkeit von 64 km/h (17,8 m/s) und einer sofort wirkenden Notbremsung 1,3 Sekunden vor Kollision mit einer Verzögerung von 6,8 m/s2 wäre der Unfall vermieden worden.
Als Basis für systematische Unfallanalysen mit künstlicher Intelligenz und Risikobewertungsmethoden (beispielsweise AcciMap, das Systems-Theoretical Accident and Process Model - STAMP und die Functional Resonance Analysis Method - FRAM) im Rahmen der Produktbeobachtung, dem Freigabeprozess und der Entwicklung von automatisierten empfiehlt sich eine flächendeckende Speicherung der Unfall-, Verkehrsfluss-, Wetter- und Fahrzeugbetriebsdaten.

Legal requirements for automated driving are based, amongst others, on the Vienna Convention on Road Traffic of 1968, which provides a legal framework for national road traffic laws pretends. In Germany, paragraphs 1a and 1b were added to the Road Traffic Act (StVG) with effect from 21 June 2017. According to Section 1a, Paragraph 1 of the StVG, the operation of a motor vehicle "by means of a highly or fully automated driving function" is generally permissible, provided that the function is used as intended. Due to the importance of the topic, working groups had exchanged recommendations for automated driving at the German Traffic Court Conference in 2015, 2018 and 2019.
Here reference was also made to the "Aschaffenburg case" of January 2012, which has already been quoted several times by the lawyer Prof. Dr. Dr. Hilgendorf. This case was based on the assumption that a driver who was unconscious due to a stroke had entered a town by means of an activated steering assistant and subsequently killed two people. The vehicle was state of the art and Hilgendorf limited the manufacturer's duty of care in this specific case by the principle of permissible risk. In his opinion, however, future new developments must draw consequences from this now known traffic accident within the framework of the product monitoring obligation. As a further example, the fatal accident in Tempe in the US state of Arizona was mentioned, in which an Uber test vehicle collided with a pedestrian and her bicycle in self-propelled autonomous mode. This is the first recorded fatal pedestrian accident involving a self-propelled Uber test vehicle. On the basis of published photos of the deformed Volvo XC90, the accident site with the end positions, the author was able to make an accident reconstruction with PC-Crash. Assuming a speed of 64 km/h (17.8 m/s) and an immediately effective emergency braking 1.3 seconds before collision with a deceleration of 6.8 m/s2 the accident would have been avoided.
As a basis for systematic accident analyses and risk assessment or Artificial Intelligence methods (e.g. AcciMap, the Systems-Theoretical Accident and Process Model - STAMP and the Functional Resonance Analysis Method - FRAM) in the context of product monitoring, the release process and the development of automated ones, it is recommended that accident, traffic flow, weather and vehicle operating data be stored area-wide.

Recent air quality studies have highlighted that important differences in pollutant concentrations can occur over the day and between different locations. Traditional exposure analyses, however, assume that people are only exposed to pollution at their place of residence. Activity-based models, which recently have emerged from the field of transportation research, offer a technique to micro-simulate activity patterns of a population with a high resolution in space and time. Due to their characteristics, this model can be applied to establish a dynamic exposure assessment to air pollution. This paper presents a new exposure methodology, using a micro-simulator of activity-travel behaviour, to develop a dynamic exposure assessment. The methodology is applied to a Dutch urban area to demonstrate the advantages of the approach for exposure analysis. The results for the exposure to PM 10 and PM 2.5 , air pollutants considered as hazardous for human health, reveal large differences between the static and the dynamic approach, mainly due to an underestimation of the number of hours spent in the urban region by the static method. We can conclude that this dynamic population modelling approach is an important improvement over traditional methods and offers a new and more sensitive way for estimating population exposure to air pollution. In the light of the new European directive, aimed at reducing the exposure of the population to PM 2.5 , this new approach contributes to a much more accurate exposure assessment that helps evaluate policies to reduce public exposure to air pollution.

This paper presents an overview of the concept and features of the CORSIM traffic simulation program and the TSIS package that provides an integrated, user-friendly interface and environment for executing CORSIM. The new functions and feature of CORSIM and TSIS in the most ...

English summary:
An area of action analysis for 13 jointly selected application cases has been performed in order to evaluate the efficiency of simTD systems with direct influence on safety of road traffic concerning accident scenarios with injuries (Prioritisation of emergency vehicles, breakdown vehicles, slow vehicle warning, construction site warning, obstacle on road, traffic jam warning, road weather warning, emergency vehicle warning, ignoring traffic signs, ignoring "red light" warning, electronic brake light, cross traffic assistant and left turn assistant). The GIDAS accident data from the years 2001 to 2008 form the basis for the analysis. GIDAS (German In-Depth Accident Study) is a suitable basis, since the incorporated accident data (environment, vehicles, persons, injury data including accident scenario and photographs) are very detailed and comprehensive. The version used for the analysis comprises of 13821 accidents.
Weighting of the accidents collected in the areas of Hanover and Dresden is required for the estimation of all German road traffic accidents. Weighting is performed by means of four parameters used by GIDAS as well as the Federal Statistics. A description of the weighting process is given in chapter 1.2. Area of action analyses are the initial evaluation for the maximal achievable efficiency of systems. The actual efficiency of a system may be significantly less depending on the degree of efficiency. Detailed information on system specification, system limits and driver behaviour are required in order to evaluate the degree of efficiency.
In a simTD/GIDAS workshop on 09 March 2009 the areas of action have been discussed and determined by the persons responsible.
Since area of action analyses of the application cases often severely overlap, it is difficult to summarise the results. The effect of efficiency prediction overlap may be noticed for instance when combining application cases „intersection assistant“ resp. „left turning assistant“ and „Warning Disregarding Traffic Signs“. Approximately 8 % of all accidents in Germany could be influenced by both application cases simultaneously.
Would all application cases in road traffic be applied, an efficiency of 0 up to maximal 36 % depending on the degree of efficiency could be expected. The determination of a degree of efficiency is only completed by the end of the simTD project.

Zusammenfassung:
Zur Abschätzung der Effizienz von simTD - Systemen mit direktem Sicherheitseinfluss auf den Straßenverkehr hinsichtlich des Unfallgeschehens mit Personenschaden wurden Wirkfeldanalysen für 13 abgestimmte Anwendungsfälle durchgeführt (Priorisierung von Einsatzfahrzeugen, Liegengebliebene Fahrzeuge, Warnung vor langsamem Fahrzeug, Baustellenwarnung, Hindernis auf Fahrbahn, Stauendewarnung, Straßenwetterwarnung, Warnung vor Einsatzfahrzeug, Nichtbeachten Verkehrszeichen, Warnung Nichtbeachtung „Rot“, elektronisches Bremslicht, Querverkehrsassistent und Linksabbiegeassistent). Datengrundlage hierfür sind die von GIDAS erhobenen Unfalldaten aus den Jahren 2001 bis 2008. GIDAS (German In-Depth Accident Study) bildet dafür eine geeignete Grundlage, da die darin enthaltenen realen Unfalldaten (Umwelt-, Fahrzeug-, Personen-, Verletzungsdaten inkl. Unfallskizze und Bilddaten) sehr detailliert und umfangreich vorhanden sind. Die für die Auswertung verwendete Version enthält 13821 erfasste Unfälle.
Für eine Aussage bezüglich des gesamtdeutschen Unfallgeschehens ist eine Gewichtung dieser im Raum Hannover und Dresden erhobenen Unfälle erforderlich. Diese Gewichtung erfolgt mittels vier Variablen (Ortslage, Unfalltyp, Unfallkategorie1 und Unfallsjahr), die sowohl in GIDAS als auch in der amtlichen Bundesstatistik vorliegen. Eine Beschreibung der Gewichtung ist in Kapitel 1.2 zu finden.
Wirkfeldanalysen stellen eine erste Abschätzung für die maximal erreichbare Effizienz von Systemen dar. Die tatsächliche Effizienz eines Systems kann je nach Wirkungsgrad deutlich geringer sein. Aus diesem Grund ist die Wirkfeldanalyse zur Nutzen/Kostenanalyse nur bedingt verwendbar bzw. liefert den Nutzen eines idealen Systems ohne definierte Systemgrenzen. Um einer bessere Nutzenanalyse eines bestimmten Systems durchzuführen, muss deshalb der Wirkungsgrad bestimmt werden.
Für eine Ermittlung des Wirkungsgrads sind detaillierte Informationen über die Systemspezifikationen, Systemgrenzen und das Verhalten der Fahrer erforderlich.
Die Definitionen der Wirkfelder mittels GIDAS-Variablen und der simTD-relevanten Fahrzeuge wurden in einem simTD/GIDAS-Workshop am 09.03.2009 gemeinschaftlich mit den Funktionsverantwortlichen abgestimmt und festgelegt.
Da sich die Wirkfelder der Anwendungsfälle teilweise stark überschneiden, lassen sich die Ergebnisse nicht einfach aufsummieren. Der Effekt von Wirkfeldüberschneidungen ist beispielsweise bei der Kombination der Anwendungsfälle „Querverkehrsassistent“ bzw. „Linksabbiegeassistent“ und „Warnung Nichtbeachten Verkehrszeichen“ festzustellen. Ca. 8 % aller Unfälle in Deutschland könnten gleichzeitig von beiden Anwendungsfällen beeinflusst werden.
Würden alle Anwendungsfälle zum Einsatz kommen, so ist heute mit einer Effizienz, je nach Wirkungsgrad, von 0 bis maximal 36 % zu rechnen.
Eine genauere Eingrenzung des Wirkfeldes ist erst mit der Ermittlung von Wirkungsgraden möglich.
Daher werden im Projektverlauf mit den Funktionsentwicklungsteams, TP4 und TP5 Abstimmungen statt finden, um das weitere Vorgehen der Nutzenbewertung festzulegen. Die Methode der Wirkgradanalyse wird auf die besonderen Anforderungen von simTD angepasst werden. Da die Wirkungsgradanalysen auch auf Ergebnissen kommender Versuche basieren können, ist die Nutzenbewertung erst zum Projektende von simTD endgültig abgeschlossen.

Traffic congestion is an important socioeconomic problem that swelled in the last few decades. It affects the social mobility of people, length of trips, quality of life, and the economy of countries. As a major problem in most countries, it has been tackled by governments, universities, and advanced research using intelligent transportation systems (ITS) to solve the problem or at least ease its adverse effects. Hidden Markov Models (HMM) represent one of the methods that are suitable for congestion prediction. In this paper, a new model, based on Hidden Markov Model and Contrast, is proposed to define the traffic states during peak hours in two dimensional space (2D). The proposed model uses mean speed and contrast to capture the variability in traffic patterns. Empirical evaluation shows that the proposed approach has improved prediction error in comparison to HMM related work and neuro-fuzzy approaches. Ó 2019 THE AUTHORS. Published by Elsevier BV on behalf of Faculty of Engineering, Ain Shams University. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/ by-nc-nd/4.0/).

The primary objectives of this study are to develop two roundabout entry capacity models using a regression-based multiple non-linear regression model (MNLR) and artificial intelligence (AI)-based ANFIS (adaptive neuro-fuzzy inference system) model under heterogeneous traffic conditions. ANFIS is the latest technique in the field of AI that integrates both neural networks and fuzzy logic principles in a single framework. Required data have been collected from 27 roundabouts in eight states of India. To assess the significance of these models and select the best model among them, modified rank index is applied in this study. The coefficient of determination ( R2) and Nash–Sutcliffe model efficiency coefficient ‘ E’ values are found to be 0.92, 0.91 and 0.98, 0.98 for the MNLR and ANFIS model, respectively. The ANFIS model is found to be the best model in this study. However, from a practical point of view, the MNLR model is recommended for determining roundabout entry capacity under ...

Este artículo encuentra su origen en el marco del desarrollo de un modelo estratégico de transporte y usos del suelo (modelo LUTI) para Bogotá y su región, desarrollado por el Grupo de Estudios en Sostenibilidad Urbana y Regional (SUR) de la Universidad de los Andes para la Secretaría Distrital de Planeación de Bogotá.
Con el propósito de modelar el comportamiento del tráfico en Bogotá y su región a nivel agregado y para diferentes condiciones de demanda, se estimaron las velocidades promedio de flujo en la región para cubrir cada par de viajes origen-destino (OD) con ayuda de un modelo macroscópico de transporte en el software PTV VISUM®. A partir de este modelo y realizando una variación porcentual en la demanda del año base, se llevaron a cabo varias asignaciones de tráfico obteniendo como resultado matrices de velocidades promedio para cada par OD y nivel de demanda.
Finalmente, se modelaron los comportamientos observados en el diagrama flujo-demora y se encontró que el tráfico en los 16,129 pares OD se manifiesta a partir de tres tipos de comportamientos diferentes en incluyendo el régimen no-saturado y sobresaturado.

This paper reviews a recent RedfishGroup project for the City of Santa Fe Fire and Police Department integrating wildfire simulation and agent-based modeling of traffic dynamics. Visualizations of the evacuation dynamics were used to communicate with citizens dangers faced during evacuations and to explore when shelter-in-place is a reasonable alternative to evacuation. Additional uses of the model were for use in "table top" exercises conducted by multi-agency emergency response teams and for identification of intersections and road segments expected to have high congestion. The paper reviews the modeling approach and the ecology of software tools used on the project. ESRI ArcView was used for preparing GIS data sources of housing, street centerline data, elevation maps and geo-referenced aerial infrared imaging for wildfire fuels modeling. Netlogo was used for early prototyping of both cellular automata-based wildfire models and for network-based traffic models. FARSITE was later integrated for wildfire simulation. Open-source Blender3D was a central tool for this project used for both agent-based modeling and 3D visualization. The traffic agent-based model of 50,000 cars on the Santa Fe road network was written directly in Blender using Python. The traffic visualization was combined with wildfire simulation output from FARSITE and rendered in 3D in Blender. Simulation results were deployed for community use in Google Earth and Quicktime visualizations generated by Blender.

Traffic simulators have great advantages in tactical and operational planning and the analyzes produced by the simulators allow to evaluate a series of possible scenarios in a virtual environment, thus avoiding the expenditure of economic resources with the implementation of a certain action. This document deals with the analysis of the traffic light intersection located on Avenida Almirante Barroso and Avenida Tavares Bastos in the city of Belém. The objective is to analyze the impact of the growth of the vehicle fleet on urban mobility through the qualitative assessment of traffic efficiency in the Metropolitan Region of Belém in the current scenario (2020), after medium (5 years) and long term (10 years) using deterministic methods and the PTV VISSIM 2021 micro-simulator. To meet the proposed objective, the analysis of the intersection is performed using the deterministic methods HCM 2010 and DENATRAN 2014, modeling in the microsimulator software, calibrating the software with the information obtained through the deterministic methods, forecasting the growth rate and fleet volume for 2025 and 2030 based on data from the Ministry of Infrastructure of Brazil and finally the creation of two new scenarios applying the growth rates and evaluating the behavior of the intersection in the new conditions. Calibration is done by comparing the results of the deterministic methods with the results of the simulator. The validation is done through the maximum percentage difference of 15% and GEH below 5. The growth of the vehicle fleet for 2025 and 2030 is estimated at 18.10% and 38.05% respectively. Not all parameters have reached the correct calibration and further studies are needed to increase the accuracy of the results. From the comparison of the data obtained for Avenida Almirante Barroso, compared to the fundamental diagrams of traffic flow, it is observed that somewhen between the years 2025 and 2030 Avenida Almirante Barroso will reach its maximum capacity and the increase in the vehicles flow from then on will cause a boost in the driver’s travel time. This fact confirms the idea that the purchase of private vehicles for daily commuting increases congestion and grows the travel time, at least in the scenario observed in the city of Belém.
Keywords: Microsimulation; Intersection; HCM; DENATRAN; PTV VISSIM; Time series forecasting;

Traffic control (TC) is a challenging problem in today’s modern society. This is due to several factors including the huge number of vehicles, the high dynamics of the system, and the nonlinear behavior exhibited by the different components of the system. Poor traffic management inflicts considerable cost due to the high rate of accidents, time losses, and negative impact on the economy as well as the environment. In this paper, we develop a traffic control system based on the Bayesian interpretation of probability that is adaptive to the high dynamics and non-stationarity of the road network. In order to simulate the traffic non-stationarity, we extend the Green Light District (GLD) vehicle traffic simulator. The change in road conditions is modeled by varying vehicle spawning probability distributions. We also implement the acceleration and lane changing models in GLD based on the Intelligent Driver Model (IDM).
Index Terms—reinforcement learning, traffic control, traffic simulation, multi agent systems, driver behavior

In 2010, an inner city tramline (Spårväg City linje 7) was introduced in Stockholm city connecting the Central Square, Sergel torgs to Djurgården, an island southeast of the city center. This was the first inner city tram since 1967. Odenplan-Solna is now being investigated as a second inner city tram. The traffic situation shows that even today's traffic cannot cope with the existing public transport facilities. In order to have reliable, high quality and high frequency tramline in this area, speed is an important issue. This study is an attempt to put forward suggestions to improve the speed of the suggested tramline Odenplan-Solna through a review of different operating trams in several cities; including newly introduced and established ones. Due to time limitation, it has been decided to pick some interesting cities to serve as benchmarks. The literature review helps to compare different tram's speed to see what could be the expected average speed of the Odenplan-Solna tramline. In previous work by Sweco the network of Odenplan-Solna was simulated using Vissim. The model results show the average speed far below the target of 20 km/h considering different factors that affect tram's speed, e.g. number of stops, distance between stations, boarding and alighting passengers, etc. Through the survey from several cities and the Filmad Framkomlighet experiment, the target for this study has been changed to 16 km/h. Several scenarios have been tested using Vissim. The results show improvements in some tramlines, though the average tram speed is still below 16. Results from tested scenarios show tram traffic is difficult to achieve in this corridor and significant changes have to be considered to improve overall speed.

The primary objectives of this study are to develop the two roundabout entry capacity model by utilizing regression based Multiple Non-linear Regression model (MNLR) and artificial intelligence based ANFIS (Adaptive Neuro-fuzzy Inference System) model under heterogeneous traffic conditions. ANFIS is the latest technique in the field of Artificial intelligence that integrates both neural networks and fuzzy logic principles in a single framework. Required data have been collected from 27 roundabouts spanning across 8 states of India. To assess the significance of these models and select the best model among them modified rank index (MRI) is applied in this study. The coefficient of determination (R 2) and Nash-Sutcliffe model efficiency coefficient 'E' values are found to be (0.92, 0.91) & (0.98, 0.98) of MNLR & ANFIS model respectively. ANFIS model is found to be the best model in this study. But in a practical point of view, MNLR model is recommended for determining roundabout entry capacity under heterogeneous traffic conditions. Sensitivity analysis reports that critical gap is the prime variable and sharing 18.43 % for the development of roundabout entry capacity. As compared to Girabase formula (France), Brilon wu formula (Germany) & HCM 2010 models, the proposed MNLR model is quite reliable under low to medium range of traffic volumes.

The purpose of this research is to develop an empirical model for total delay time prediction at roundabouts as a function of influence traffic and geometric features. Four roundabouts of fifteen approaches with different characteristics are selected in Karbala City. The traffic parameters are measured using video recording technique. Geometric elements are measured through field survey and satellite image. A statistical approach is used to develop three delay models (linear regression models with 95% and 50% confidence level, and polynomial regression model with 95% confidence level). The statistical analysis indicates that both geometric and traffic variables have a significant effect on delay time. The entry radius and circulating traffic have the greatest influence. These models have been compared with SIDRA delay model. It is found that although SIDRA delay overestimates delay time at high delay range, but it does not have a significant difference with the field delay at 95% confidence level.

This paper discusses how Traffic Circulation Plan (TCP) in City of Groningen has been developed during the times and to study the effects and amendments of that plan in the City and inhabitants. Trying to cover recent traffic challenges in Groningen, this study focuses particularly on decision-making process in the city and the measurement of public participation in traffic and urban plans. This study is going to prove the fact that policy-making in Groningen was not only the cooperative and communicative one but also the city is still dealing with a non-compromising and top-down policy style.

Over the last century the number of vehicles engaged in the road traffic have been increasing rapidly. Traffic congestion and traffic jams became a serious problem, especially in big agglomerations. Various concepts are being applied to better understand the traffic flow phenomenon.

Lane closures during paving operations on rural two-lane roads usually restrict the continuity of paving operations, causing delay in paving time and thus affecting the production rates. This paper presents a simulation model that was developed to assess the impact of the different variables on paving operations under lane closure conditions. The model developed is a high-fidelity computer simulation that

This study investigates the relationship and effect of geometric variables such as curve radius (Horizontal and vertical), road width, median width, shoulder width and super-elevation on the frequency of accident in highways. Accident predictions were done for the Benin-Ore road and Benin-Agbor road using field data such as numbers of crashes, length of the route and Average Annual Daily Traffic (AADT) values etc. Poisson and Negative Binomial Regressions techniques were adopted for accident prediction modelling and model validation was done using the Statistical Package for Social Sciences (SPSS) to determine the reliability of the parameters. Where the Poisson regression model failed because of over-dispersion and under-dispersion of data, the Negative Binomial (NB) proved very useful because of its ability to cater to such shortfall. Results from the analysis show that of the designated geometric (independent) variables selected, vertical curves and shoulder-width were the most significant in influencing the probability of crash occurrence in the designated highways of the study domain. For the Benin Ore road, the shoulder width and the road width accounted for the principal causes of accident with a probability of crash occurrence of 73.6% and 8.7% respectively. The vertical alignment with a probability of crash of 19.60% accounted for the principal cause of accident along the Benin Agbor expressway. Super elevation and the horizontal curve accounted for just 1% each of the probability of crash occurrence along the Benin Agbor road. It can, therefore, be concluded that some form of checks be carried out on the shoulder width and the road width along the Benin Ore road while similar checks must be focused on the vertical alignment along the Benin Agbor road to mitigate the occurrence of accidents arising from defective geometric configuration.

Intersections are critical places which experience high levels of accidents due to the availability of vehicle movements from different directions. Therefore, there is a need to understand the factors that significantly contribute to injuries at such places. These factors can fall under different dimensions in traffic safety such as environmental conditions, road user behavior, traffic police enforcement, road design and crash characteristics. The paper will analyze the factors related to crash characteristics and traffic signal operation that affect the likelihood of accident severity located at intersections. The data for intersection accidents in Abu Dhabi from 2013 to 2016 were used in this analysis. Ordinal logistic model was considered for the analysis to account for the ordinal nature of severity levels. Several diagnostics tests of the model were preformed such as parameters evaluation, overall model evaluation and prediction accuracy. For parameter evaluation, out of 11 independent variables, 6 were non-significant and dropped from the model. Most of the non-significant variables were related to the driver-at-fault details. The results of the final model showed an overall good fit based on a p-value of less than 0.05, as well as a good accuracy of prediction 84.8%. Finally, odds ratios were estimated to interpret the final results of the model.

Innovative air traffic management concepts can be effectively evaluated using fast-time computer simulations, which require air traffic control models. This paper presents a literature survey of the state-of-the-art in air traffic controller modeling, with an emphasis on the application of these models for investigating the implementation of continuous descent approaches in traffic simulations, with brief attention to various modeling approaches for conflict detection and resolution decision-making.

Traffic flow theories seek to describe in a precise mathematical way the interactions between the vehicles and their operators (the mobile components) and the infrastructure (the immobile component). The latter consists of the highway system and all its operational elements: control devices, signage, markings, etc. As such, these theories are an indispensable construct for all models and tools that are being applied in the design, operation, and development of advanced transportation systems.

This report provides an updated survey of the most important models and theories that characterize the flow of highway traffic in its many facets. It was prepared by the TRB Committee on Traffic Flow Theory and Characteristics of the Transportation Research Board (TRB) and was published in 2001.

This report follows in the tracks of two previous reports that were sponsored by the (formerly called) Committee on Theory of Traffic Flow of the Transportation Research Board (TRB) and its predecessor the Highway Research Board (HRB). The first report was published as HRB Special Report 79 in 1964. A revised version was published as TRB Special Report 165 in 1975. The present publication is the third updated edition of the report.

Indonesia merupakan Negara berkembang yang memiliki jumlah penduduk dan potensi keanekaragaman yang tinggi. Perguruan tinggi sebagai salah satu institusi sentral dalam pembangunan Indonesia, secara terus menerus dihadapkan kepada berbagai perubahan yang bergerak sangat cepat dan menyentuh berbagai aspek hidup masyarakat. Dampak kemajuan ilmun pengetahuan dan teknologi yang sangat pesat menimbulkan beragam tantangan baru bagi indonesia. Tantangan dan perkembangan tersebut memepersyaratkan perguruan tinggi untuk meningkatkan mutu perguruan tinggi dan menghasilkan lulusan yang berkualitas. Pembangunan yang secara terus menerus melebihi daya dukung dan tak terkendali tanpa adanya pengaturan khususnya terhadap lalu lintas seringkali menyebabkan dampak berupa penurunan kinerja jaringan jalan yang umumnya ditandai dengan kemacetan dan persoalan lingkungan khususnya masalah banjir dan kelangkaan air tanah. Hal ini terjadi karena adanya pengembangan suatu kawasan yang mengakibatkan adanya perubahan tata guna lahan. Setiap daerah memiliki Rencana Tata Ruang, salah satunya adalah Kecamatan Ngaglik, Sleman.
Daerah ini memiliki Rencana Tata Ruang Wilayah (RTRW) tahun 2010 sampai tahun 2030 untuk mengatur penggunaan lahan agar dapat digunakan secara maksimal oleh masyarakat sekitar. RTRW Kecamatan Ngaglik, Sleman secara umum digunakan dalam kurun waktu 20 tahun, saat ini sedang berjalan 3 tahun. Kebijakan penataan ruang wilayah kabupaten Pasal 3 Ayat 1 terdiri dari  pengembangan kawasan pendidikan, Pasal 4 strategi dalam rangka pengembangan kawasan pendidikan sebagaimana dimaksud dalam Pasal 3 Ayat 2 meliputi melakukan revitalisasi; dan mengembangkan prasarana dan sarana pendidikan. Kawasan peruntukan lainnya Pasal 42 ayat 1 huruf (b) kawasan pendidikan tinggi dan ayat 3 kawasan pendidikan tinggi sebagaimana dimaksud pada ayat 1 huruf (b) berupa kampus pendidikan tinggi negeri dan swasta yang berada didalam KPY. Pengembangan sistem pusat kegiatan Pasal 7 Ayat 2 (f) kawasan perkotaan Kecamatan Ngaglik meliputi : Desa Sariharjo, Desa Sinduharjo dan Desa Minomartani. Pasal 7 PPK sebagaimana dimaksud pada ayat 1 kawasan perkotaan Kecamatan Ngaglik. Pengembangan sistem prasarana utama Pasal 13 ayat 2 jalan bebas hambatan Kecamatan Ngaglik. Jaringan transportasi perkotaan sebagaimana dimaksud dalam Pasal 11 huruf (b) meliputi pengembangan jaringan perkotaan yang menghubungkan sistem jaringan transportasi KPY – Sleman.
Sehingga untuk memperkuat pernyataan tersebut, pemerintah dalam hal ini Kementerian Perhubungan mengambil tindakan dengan menerbitkan peraturan perundang-undangan berkaitan dengan analisis dampak lalu lintas seperti Undang-undang nomor 22 tahun 2009 tentang Lalu Lintas Angkutan Jalan Pasal 99 ayat 1 dimana setiap rencana pembangunan pusat kegiatan, permukiman, dan infrastruktur yang akan menimbulkan gangguan Keamanan, Keselamatan, Ketertiban, dan Kelancaran Lalu Lintas dan Angkutan Jalan wajib dilakukan analisis dampak Lalu Lintas. Pembangunan dimaksud meliputi pembangunan baru, perubahan penggunaan lahan, perubahan intensitas tata guna lahan dan/atau perluasan lantai bangunan dan/atau perubahan intensitas penggunaan, perubahan kerapatan guna lahan tertentu, penggunaan lahan tertentu, antara lain Terminal, Parkir untuk umum di luar Ruang Milik Jalan, tempat pengisian bahan bakar minyak, dan fasilitas umum lain. Untuk memperkuat aturan tersebut, juga terdapat Peraturan Pemerintah Republik Indonesia Nomor 32 Tahun 2011 Tentang Manajemen Dan Rekayasa, Analisis Dampak, Serta Manajemen Kebutuhan Lalu Lintas dan Peraturan Menteri Perhubungan No. 75 Tahun 2015 yang menyatakan bahwa Analisis dampak lalu lintas adalah serangkaian kegiatan kajian mengenai dampak lalu lintas dari pembangunan pusat kegiatan, permukiman, dan infrastruktur yang hasilnya dituangkan dalam bentuk dokumen hasil analisis dampak lalu lintas.
Salah satu rencana pembangunan yang akan dilakukan di Kabupaten Sleman adalah rencana Pembangunan Kampus Terpadu Fakultas Ekonomi Universitas Atma Jaya Yogyakarta . Berdasarkan amanah undang-undang nomor 22 tahun 2009 tentang Lalu Lintas Angkutan Jalan perlu dilakukan kajian analisis dampak lalu lintas terhadap pembangunan tersebut.

TIGA 1. LATAR BELAKANG Pada umumnya, tujuan dari dibuatnya proyek ini adalah untuk membuat suatu rangkaian logika yang menciptakan sesuatu yang berguna. Untuk menampakkan hasil, proyek ini akan mensimulasikan suatu kondisi Traffic Ligft Simpang Tiga.

Abstract: The increase to the number of registered motorcycles in Vietnam is partly blamed for the serious traffic congestion in its main cities. Motorcycles share to its two main cities, i.e. Hanoi and Hochiminh, is 90 % of the total traffic while bus accounted for just 6%. There is a growing concern that unless policy measures are implemented, the traffic problem would deteriorate. This study assesses the traffic situation in Hochiminh city using image processing technique and traffic simulation. Result shows that the high number of motorcycles in the network interfere other vehicles which reduces their average speed drastically. Application of measures such as increasing the share of public transport would improve the traffic speed as much as 10%. These results highlight the necessity to produce efficient public transportation that could provide alternative to motorcycles.

We propose that features of static visuals can lead to perceived movement (via dynamic imagery) and prepare the observer for action. We operationalize our research within the context of warning sign icons and show how subtle differences in iconography can affect human behavioral response. Across five studies incorporating multiple methodologies and technologies (click-data heat maps, driving simulations, surveys, reaction time, and eye tracking), we show that warning sign icons that evoke more (vs. less) perceived movement lead to a quicker propensity to act because they suggest greater risk to oneself or others and increase attentional vigilance. Icons used in our studies include children crossing signs near schools, wet floor signs in store settings, and shopping cart crossings near malls. Our findings highlight the importance of incorporating dynamic elements into icon design to promote imagery and thereby elicit desired and responsible consumer behavior. O n a daily basis we consume countless public and private facilities, from swimming pools to beaches, neighborhood playgrounds to amusement parks, and parking lots to roads. While it is important to study what facilities we consume, it is also important to study how we consume them. Irresponsible consumption, such as ignoring warning signs and product labels, leads to costs that are incurred not only by the consumer and the company but also by society as a whole. For example, over 60,000 people each year require emergency room treatment for injuries sustained in swimming pool accidents in the Luca Cian

Traffic congestion has become a major concern for many cities throughout the world. Simulations provide useful tools for engineer to plan traffic systems and government to make decisions.
  This seminar work will study some existing simulation models which will afford the opportunity to evaluate traffic control and design strategies without committing expensive, time-consuming resources necessary to implement the alternative strategies in the field.