Vissim

A signal timing assignment proposal for urban multi lane signalised roundabouts The relationship between the left-turning traffic volume and the storage area at signalised roundabouts is investigated, and a calculation procedure for signal timing is proposed in this paper. The parameters associated with the developing stages of a new expression/ model are also defined. Four different signal timing scenarios are considered. The results show that the proposed formula can be used for the design of signalised roundabouts. Prijedlog vremenskog usklađenja semafora na gradskim višetračnim semaforiziranim kružnim raskrižjima U radu se ocjenjuje odnos između količine vozila koja skreću lijevo i prostora za čekanje na semaforiziranim kružnim raskrižjima, te se predlaže postupak za izračun vremenskog ciklusa promjene svjetala na semaforima. Definiraju se i parametri vezani za razne korake razvoja novog izraza/modela. Korištena su četiri različita scenarija promjene svjetala. Rezultati pokazuju da se predloženi izraz može koristiti za projektiranje semaforiziranih kružnih raskrižja. Ključne riječi: promet, raskrižje, semaforizirana kružna raskrižja, simulacija, VISSIM Vorherige Mitteilung In der Abhandlung wird das Verhältnis zwischen der Menge der linksabbiegenden Fahrzeuge und des Warteraums an Kreisverkehren mit Ampeln beurteilt, und es wird ein Verfahren zur Berechnung des Zeitzykluses der Ampelumschaltung vorgeschlagen. Definiert werden auch die Parameter in Bezug auf verschiedene Entwicklungsschritte des neuen Modells. Verwendet wurden vier unterschiedliche Szenarien der Ampelumschaltung. Die Ergebnisse zeigen, dass der vorgeschlagene Entwurf für die Projektierung von Kreisverkehren mit Ampeln verwendet werden kann.

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 present study demonstrates applicability of VISSIM software to determine capacity of multilane highways under mixed traffic flow conditions. Traffic flow data collected on a section of four-lane divided highway are used to develop the speed-flow curve. The same set of field data is used in VISSIM and simulated speed-flow curve is compared with field curve. It was found that VISSIM in its original form overestimates both speed and capacity of the highway. Driver behaviour parameters CC0 and CC1 are first determined for homogeneous traffic conditions having only one of the four types of vehicles in the stream and then results are aggregated to get the values of these parameters for a mixed traffic stream. Further analysis of field data with calibrated values of CC0 and CC1 indicated a good match between field and simulated capacity. The procedure is shown to work on another section of four-lane divided highway with paved shoulders, whereas simulated capacity was 5329 pcu/hr agains...

Advanced Driver Assistance Systems (ADAS) offer the possibility of helping drivers to fulfill their driving tasks. Automated vehicles are capable of communicating with surrounding vehicles (V2V) and infrastructure (V2I) in order to collect and provide essential information about driving environment.
Studies have proved that automated vehicles have a potential to decrease traffic congestion on road networks by reducing the time headway, enhancing the traffic capacity and improving the safety margins in car following. Furthermore, vehicle movement and driver’s behavior of conventional vehicles will be affected by the presence of automated vehicles in traffic networks. Despite different encouraging factors, automated driving raises some concerns such as possible loss of situation awareness, overreliance on automation and degrading driving skills in absence of practice. Moreover, coping with complex scenarios, such as merging at ramps and overtaking, in terms of interaction between automated vehicles and conventional vehicles need more research.
This thesis work aims to investigate the effects of automated vehicles on driver’s behavior and traffic performance. A broad literature review in the area of driving simulators and psychological studies was performed to examine the automated vehicle effects on driver’s behavior. Findings from the literature survey, which has been served as setup values in the simulation study of the current work, reveal that the conventional vehicles, which are driving close to the platoon of automated vehicles with short time headway, tend to reduce their time headway and spend more time under their critical time headway. Additionally, driving highly automated vehicles is tedious in a long run, reduce situation awareness and can intensify driver drowsiness, exclusively in light traffic. In order to investigate the influences of automated vehicles on traffic performance, a microscopic simulation case study consisting of different penetration rates of automated vehicles (0, 50 and 100 percentages) was conducted in VISSIM software. The scenario network is a three-lane autobahn segment of 2.9 kilometers including an off-ramp, on-ramp and a roundabout with some surrounding urban roads.
Outputs of the microscopic simulation in this study reveal that the positive effects of automated vehicles on roads are especially highlighted when the network is crowded (e.g. peak hours). This can definitely count as a constructive point for the future of road networks with higher demands. In details, average density of autobahn segment remarkably decreased by 8.09% during p.m. peak hours in scenario with automated vehicles. Besides, Smoother traffic flow with less queue in the weaving segment was observed. Result of the scenario with 50% share of automated vehicles moreover shows a feasible interaction between conventional vehicles and automated vehicles. Meaningful outputs of this case study, based on the input data from literature review, demonstrate the capability of VISSIM software to simulate the presence of automated vehicles in great extent, not only as an automated vehicle scenario but also a share of them, in traffic network. The validity of the output values nonetheless needs future research work on urban and rural roads with different traffic conditions.

Intelligent Transportation System (ITS) is implemented to increase efficiency and safety of transportation. The recent development of ITS technology opened up a new possibilities for bus signal priority involving real-time tracking. This study focuses on the area of bus signal priority (BSP) operation. The main objectives of the study are to evaluate travel time and delay of in-service buses under the two strategies fixedtime signal control and BSP strategy. The case study area is included of three signalized intersections in Kuala Lumpur, Malaysia. The selected network is coded in visual simulation (VISSIM) 5.40 to perform the comparative evaluation of travel times and average delay at the intersections. Also the ring barrier controller (RBC) is used as an additional module in VISSIM helping to create and evaluate the actuated timing plan and also allows the creation and evaluation of BSP. The findings from an evaluation of implementation of BSP strategy and fixed time indicate that travel time and average delay of buses will respectively decrease around 19% and 38%. Therefore, using BSP strategy at signalized intersections will lead to reduce wasting time and charges of using public transport beside of decreasing consumption of fuel and emissions of toxic and harmful substances.

ABSTRACT The present study demonstrates applicability of VISSIM software to determine capacity of multilane highways under mixed traffic flow conditions. Traffic flow data collected on a section of four-lane divided highway are used to develop the speed-flow curve. The same set of field data is used in VISSIM and simulated speed-flow curve is compared with field curve. It was found that VISSIM in its original form overestimates both speed and capacity of the highway. Driver behaviour parameters CC0 and CC1 are first determined for homogeneous traffic conditions having only one of the four types of vehicles in the stream and then results are aggregated to get the values of these parameters for a mixed traffic stream. Further analysis of field data with calibrated values of CC0 and CC1 indicated a good match between field and simulated capacity. The procedure is shown to work on another section of four-lane divided highway with paved shoulders, where simulated capacity was 5329 pcu/hr against the field capacity of 5277 pcu/hr.

A roundabout is an alternative form of traffic control intersection. Roundabouts are suitable for several intersections including positions experiencing long traffic delays, large number of collision and approaches with quite balanced traffic flows. Roundabouts have the capability to resolve different traffic flow problems. But heterogeneous form of traffic found in Indian roadways especially in urban areas. Under heterogeneous traffic state all category of vehicles such as heavy motorized vehicles, light motorized vehicles and non-motorized vehicles share the road width. Due to speedy urbanization economy gets increased which results in high volume of traffic at peak hours observed in many cities of India. In real time condition the same situational parameters are faced by the medical square intersection in Nagpur which has six legs. The intersection is basically operated on the principle of the roundabout. A huge sum of traffic is count up from these legs in peak hours. The situational real time model is produced in VISSIM with help of data collection that is done by video recording method. An effort is made to give the best possible resolution for this traffic intersection by examining the two models for different traffic situations with the real time data. The idea of metering signals is point out in this work. Lastly by comparing the results of two various models for various traffic parameters the path possible traffic control measure is suggested.

Calibration procedure of traffic simulation models can be a very timeconsuming process in case of the large-scale and complex network. In the application of Evolutionary Algorithms (EA) such as Genetic Algorithms (GA) and Particle Swarm Optimization (PSO) for calibration of traffic simulation models, objective function evaluation is the most time-consuming step in such calibration problems, because EA has to run a traffic simulation and calculate its corresponding objective function value once for each set of parameters. The main contribution of this study has been to develop a quick calibration procedure for the parameters of driving behaviour models using EA and parallel computing techniques (PCTs). The proposed method was coded and implemented in traffic microscopic simulation software. Two scenarios with/without PCT were analyzed by developed methodology. Results of scenario analysis show that using an integrated calibration and PCT can reduce the total computational time of the optimization process significantly, in our experiments by 50%, and improve the optimization algorithm performance in such a complex optimization problem. The proposed method is useful for overcoming the limitation of computational time of the existing calibration methods and can be applied to various EAs and traffic simulation software.

Mataram City Government established a bicycle lane at Udayana Street as an alternative for all community to shift their motorized transport by bicycle as a daily
transport and to support the NTB Cycling program from NTB Provincial Government. To accommodate changing mode of transportation from motorbikes or cars to
bicycles, it is necessary to develop bicycle lanes in Mataram City. Vissim software used to forecast the impact of bicycles lane development at 9 provincial roads as the study area. From the analysis after implementation of bicycles lane development,
there is a decrease in level of service based on Volume per Capacity Ratio. In addition, at signal intersection show an increase in queue length and vehicle delays.
To minimize the impact of bicycles lane development, mitigation is carried out by# rearranging the intersection cycle time. And the result is a reducing of CO, NOx and
VOC emissions, fuel consumption, vehicle queue lengths and vehicle delays. Based on SWOT analysis, things that can affect respondent behavior to use bicycles is the existence of integrated route of bicycle lane with public transport service and supporting facilities (parking area, changing rooms) also regulations.

Transit Signal Priority (TSP) shows capability to improve traffic operations through providing transit vehicles a higher priority to cross intersections. However, implementing TSP could impose extra delays to the adjacent traffic. Specifically, TSP imposes extra delay on turning traffic that could be solved by converting the intersections to unconventional intersection. To do so, this paper models assesses and evaluates the possibility for implementing a TSP in arterial roadway in Amman, capital of Jordan, by using real traffic data under different scenarios including conventional and unconventional intersection designs. The evaluation was done using simulation. Simulation results show that the TSP implementation reduces system travel time and improves the overall system delay. Specifically, implementing the combination of TSP with unconventional intersection design reduces corridor travel time, system delay, and queue length. Moreover, simulation results indicated that applying TSP improves individual movements travel time and delay up to 35% per vehicle.

SimTraffic and VISSIM are two microscopic traffic simulation tools that are capable of modeling arterial roads with signalized intersections and roundabouts. This study compares the performance of the two simulation tools in modeling dual lane and triple lane roundabouts under different scenarios such as traffic volume, proportion of left turning movement, and proportion of trucks in the traffic flow. The two simulation tools did not show statistically significant difference in general. However; in the case of high traffic volumes, VISSIM showed higher average delays than those from SimTraffic compared to nearly identical results in the case of low traffic volumes.

Vissim is a microscopic road traffic simulator based on the individual behavior of vehicles. The  goal  of  the  microscopic  modeling  approach  is  the  accurate  description  of  the  traffic dynamics. Thus, the simulated traffic network may be analyzed in detail. The simulator uses the  so-called  psycho-physical  driver  behavior  model  developed  originally  by  Wiedemann (1974). Vissim is widely used for diverse problems by traffic engineers in practice as well as by researchers for developments related to road traffic.Vissim offers a user friendly graphical interface (GUI) through of which one can design the geometry of any type of road networks and  set  up  simulations  in  a  simple  way.  However,  for  several  problems  the  GUI  is  not satisfying. This is the case, for example, when the user aims to access and manipulate Vissim objects  during  the  simulation  dynamically.  For  this end,  an  additional  interface  is  offered based  on  the  COM which  is  a  technology  to  enable  interprocess  communication  between software (Box, 1998). The Vissim COM interface defines a hierarchical model in which the functions and parameters of the simulator originally provided by the GUI can be manipulated by programming.  It  can  be  programmed  in  any  type  of  languages which  is  able  to  handle COM objects (e.g. C++,Visual Basic,Java, etc.). Through Vissim COM the user is able to manipulate the attributes of most of the internal objects dynamically.

Rear-end collisions represent a quarter to one-third of the total number of collisions occurring on North American roads. Consequently, Forward Collision Warning (FCW) algorithms have been developed to mitigate this type of critical collision by warning drivers about an impending rear-end event. The algorithms are typically tested to ensure their effectiveness in reducing specific events, such as rear-end conflicts and/or collisions, or by assessing the change in the frequency and severity of braking maneuvers. Such assessments are usually microscopic in nature and deal with isolated (independent) situations. This paper aims at assessing six FCW algorithms at a network level with varying market penetration rates using a calibrated micro-simulation model. The algorithms were assessed in terms of their safety (rear-end conflicts frequency), mobility (travel times), and environmental impacts (emissions and fuel consumption). Based on the results of this study, most of the FCW algorithm...

Linköpings universitet g n i p ö k r r o N 4 7 Upphovsrätt Detta dokument hålls tillgängligt på Internet-eller dess framtida ersättareunder en längre tid från publiceringsdatum under förutsättning att inga extraordinära omständigheter uppstår. Tillgång till dokumentet innebär tillstånd för var och en att läsa, ladda ner, skriva ut enstaka kopior för enskilt bruk och att använda det oförändrat för ickekommersiell forskning och för undervisning. Överföring av upphovsrätten vid en senare tidpunkt kan inte upphäva detta tillstånd. All annan användning av dokumentet kräver upphovsmannens medgivande. För att garantera äktheten, säkerheten och tillgängligheten finns det lösningar av teknisk och administrativ art. Upphovsmannens ideella rätt innefattar rätt att bli nämnd som upphovsman i den omfattning som god sed kräver vid användning av dokumentet på ovan beskrivna sätt samt skydd mot att dokumentet ändras eller presenteras i sådan form eller i sådant sammanhang som är kränkande för upphovsmannens litterära eller konstnärliga anseende eller egenart. För ytterligare information om Linköping University Electronic Press se förlagets hemsida http://www.ep.liu.se/ Copyright The publishers will keep this document online on the Internet-or its possible replacement-for a considerable time from the date of publication barring exceptional circumstances. The online availability of the document implies a permanent permission for anyone to read, to download, to print out single copies for your own use and to use it unchanged for any non-commercial research and educational purpose.

Traffic microsimulation is an essential tool in urban transportation and road planning. Its calibration is essential to attain representative results validated with real-world conditions. VISSIM (Verkehr in Städten-SIMulationsmodell) operates with the Wiedemann's psycho-physical car-following model for freeway travel that considers safety distances (standstill and movement) during simulation. Calibration in this paper was achieved by using two different approaches: a) manual and b) genetic algorithm (with the GEH statistic formula) calibration techniques. Calibration and validation of this model were performed at the Periferico de la Juventud expressway in Chihuahua City, in northern Mexico. The Periferico de la Juventud (PDJ) has a N-S orientation and a length of ca. 20 km, with its northern section being its most congested portion. Its highest vehicle volume occurs at noon, with 3700 vehicles per hour, with 95% being passenger cars and the other 5% heavy goods vehicles. PDJ's speed limit is 70 km•h −1 , but the driver's behavior has a tendency towards the aggressive performance. A total of 82 standstill and 82 look-ahead distances were obtained from unmanned aerial vehicles (UAV) images, with values ranging from 0.8 to 4.7 m and from 0.2 to 28 m, respectively. VISSIM calibrated parameter values were calculated for this expressway, being slightly above than the VISSIM default ones; and was validated with travel times and look-ahead distances. Results contribute information for the city's future installment of public transportation systems, and should help decision makers deal with future urban planning.

This study investigates the effects of traffic management strategies on performance of a work zone along arterial roads. The strategies included Temporary Access Control (TAC), Limitation of Heavy Vehicles (LHV) and Lanes Management (LM). Study area was conducted on Queen Rania Al-Abdullah Arterial Street (QRAA) in Amman, the Capital of Jordan. Traffic volume was collected through field observation during morning rush hours. Then, a micro simulation model was developed based on empirical traffic data using VISSIM software. The simulation model has been validated using different parameters. The analysis showed that the average delay was highly affected by a lot of factors like percent of heavy vehicles, flow from access roads, parking, driver behavior and lanes monitoring. Moreover, the average delay was 113.5 second/vehicle and average speed was 17 km/hr. furthermore, speed has decreased from 22 km/hour before work zone to 10.1 km/hour at work zone (-54 %). On the other hand, by applying the traffic management strategies, both of delay and speed were improved. For instance, average delay was decreased from 113.5 to 89 second/vehicle (-22%) and average speed showed improvement by 30 % (from 22 to 29) km/hr.

The mega elliptical roundabout is a new idea for intersections on the rural multilane highways in the form of an elongated ellipse. Basically, there are no procedures or guidelines for designing mega elliptical roundabout in the Highway Capacity Manual (HCM), Federal Highway Administration guides (FHWA) and AASHTO Green Book. So this research presents the best geometric design scenarios of mega elliptical roundabout intersections at various traffic flows for all intersection entrances. The basis for selecting the best scenarios is to achieve minimum delay time, minimum emissions, and minimum fuel consumption. This was studied at the intersection of six lane-divided highway with four lane-divided highway when the traffic enters from four approaches. Moreover, this research proposes the cases in which the mega elliptical roundabout is better than interchange (full cloverleaf), and suggests the best time to make a decision to change from mega elliptical roundabout to interchange (full cloverleaf). The study was conducted by using VISSIM software (version 10.00-02). In total, 1134 scenarios were analyzed.