The present study explores whether the European Union’s transport policy measures of the last decade have fulfilled the expectations, i.e. whether there has been a positive change in the field of rail freight transport in the region. Data on the volumes of freight transport in the recent period have been analysed with freight transport intensity as an indicator. The values have been then translated into a spatial econometric model, looking for spatiality in the European Economic Region, including countries such as Norway, Switzerland or even Russia, extending the scope of the study to 37 countries. It has been proven that there is a spatial correlation between rail freight transport performance and GDP in Europe, which has a positive effect on countries with high GDP and a negative effect on low GDP countries in terms of performance. There is a particularly high intensity of rail freight in the Baltic region, as well as in Ukraine and Russia. Furthermore, it can be stated that rail freight has not undergone any significant changes in the last 10 years.
{"title":"A Spatial Economic Study of Rail Freight in the European Economic Area","authors":"Adrienn Boldizsár, F. Mészáros","doi":"10.7307/ptt.v34i5.4054","DOIUrl":"https://doi.org/10.7307/ptt.v34i5.4054","url":null,"abstract":"The present study explores whether the European Union’s transport policy measures of the last decade have fulfilled the expectations, i.e. whether there has been a positive change in the field of rail freight transport in the region. Data on the volumes of freight transport in the recent period have been analysed with freight transport intensity as an indicator. The values have been then translated into a spatial econometric model, looking for spatiality in the European Economic Region, including countries such as Norway, Switzerland or even Russia, extending the scope of the study to 37 countries. It has been proven that there is a spatial correlation between rail freight transport performance and GDP in Europe, which has a positive effect on countries with high GDP and a negative effect on low GDP countries in terms of performance. There is a particularly high intensity of rail freight in the Baltic region, as well as in Ukraine and Russia. Furthermore, it can be stated that rail freight has not undergone any significant changes in the last 10 years.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"87759409","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Non-standard unsignalised intersections are very common in European countries with old street networks. The major road often bends at an angle at the centre of an intersection, which makes the intersection non-standard. There are very few papers about the capacity analysis and headway values at these intersections, even though non-standard intersections are widespread not only in Europe but also in the rest of the world. Regarding the fact that priority at the non-standard unsignalised intersection (NSUI) differs from the standard unsignalised intersection (SUI) and the conflict flows, it can be expected that headways are not the same as those at the SUI. Consequently, the capacity at the NSUI differs from that at the SUI. This paper gives critical headway and follow-up headway values at 3-leg and 4-leg NSUI collected by on-field measurement. Recommendations for the values used for the capacity analysis are given, and recommended values are compared at SUI and NSUI.
{"title":"Gap Acceptance at Non–Standard Unsignalised Intersections","authors":"N. Ruškić, Valentina Mirović","doi":"10.7307/ptt.v34i5.4096","DOIUrl":"https://doi.org/10.7307/ptt.v34i5.4096","url":null,"abstract":"Non-standard unsignalised intersections are very common in European countries with old street networks. The major road often bends at an angle at the centre of an intersection, which makes the intersection non-standard. There are very few papers about the capacity analysis and headway values at these intersections, even though non-standard intersections are widespread not only in Europe but also in the rest of the world. Regarding the fact that priority at the non-standard unsignalised intersection (NSUI) differs from the standard unsignalised intersection (SUI) and the conflict flows, it can be expected that headways are not the same as those at the SUI. Consequently, the capacity at the NSUI differs from that at the SUI. This paper gives critical headway and follow-up headway values at 3-leg and 4-leg NSUI collected by on-field measurement. Recommendations for the values used for the capacity analysis are given, and recommended values are compared at SUI and NSUI.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81517506","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Snežana Tadić, Mladen Krstić, M. Kováč, Nikolina Brnjac
The negative effects of goods flows realisation are most visible in urban areas as the places of the greatest concentration of economic and social activities. The main goals of this article were to identify the applicable Industry 4.0 technologies for performing various city logistics (CL) operations, establish smart sustainable CL solutions (SSCL) and rank them in order to identify those which will serve as the base points for future plans and strategies for the development of smart cities. This kind of problem requires involvement of multiple stakeholders with their opposing goals and interests, and thus multiple criteria. For solving it, this article proposed a novel hybrid multi-criteria decision-making (MCDM) model, based on BWM (Best-Worst Method) and CODAS (COmbinative Distance-based ASsessment) methods in grey environment. The results of the model application imply that the potentially best SSCL solution is based on the combination of the concepts of micro-consolidation centres and autonomous vehicles with the support of artificial intelligence and Internet of Things technologies. The main contributions of the article are the definition of original SSCLs, the creation of a framework and definition of criteria for their evaluation and the development of a novel hybrid MCDM model.
{"title":"Evaluation of Smart City Logistics Solutions","authors":"Snežana Tadić, Mladen Krstić, M. Kováč, Nikolina Brnjac","doi":"10.7307/ptt.v34i5.4122","DOIUrl":"https://doi.org/10.7307/ptt.v34i5.4122","url":null,"abstract":"The negative effects of goods flows realisation are most visible in urban areas as the places of the greatest concentration of economic and social activities. The main goals of this article were to identify the applicable Industry 4.0 technologies for performing various city logistics (CL) operations, establish smart sustainable CL solutions (SSCL) and rank them in order to identify those which will serve as the base points for future plans and strategies for the development of smart cities. This kind of problem requires involvement of multiple stakeholders with their opposing goals and interests, and thus multiple criteria. For solving it, this article proposed a novel hybrid multi-criteria decision-making (MCDM) model, based on BWM (Best-Worst Method) and CODAS (COmbinative Distance-based ASsessment) methods in grey environment. The results of the model application imply that the potentially best SSCL solution is based on the combination of the concepts of micro-consolidation centres and autonomous vehicles with the support of artificial intelligence and Internet of Things technologies. The main contributions of the article are the definition of original SSCLs, the creation of a framework and definition of criteria for their evaluation and the development of a novel hybrid MCDM model.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-09-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"90104461","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2022-08-29DOI: 10.7307/ptt.v34i4.4073.4039
Emma Strömblad, Lena Winslott Hiselius, Lena Smidfelt Rosqvist, H. Svensson
In search for measures to reduce greenhouse gas emissions from transport, insights into the characteristics of all sorts of trips and specifically trips by car are needed. This paper focuses on everyday leisure trips for social and recreational purposes. Travel behaviour for these purposes is analysed considering individual and household factors as well as properties of the trip, based on Swedish national travel survey data. The analysis reveals that everyday leisure trips are often of joint character and that the average distance travelled per person and day increases with, for example, income, cohabitation, children in the household and residence in rural areas. The result also shows that the studied characteristics vary between studied trip purposes, influencing the sustainability potential of a reduction in car use and suggested measures. For instance, the largest share of passenger mileage comes from social trips, whereas trips for exercise and outdoor life have the largest share of car trips below 5 km. Several characteristics indicate difficulties in transferring trips by car to, for example, bicycle or public transport due to convenience, economy, start times, company etc. The study indicates that there is a need to take a broader view of the effective potential.
{"title":"Characteristics of Everyday Leisure Trips by Car in Sweden – Implications for Sustainability Measures","authors":"Emma Strömblad, Lena Winslott Hiselius, Lena Smidfelt Rosqvist, H. Svensson","doi":"10.7307/ptt.v34i4.4073.4039","DOIUrl":"https://doi.org/10.7307/ptt.v34i4.4073.4039","url":null,"abstract":"In search for measures to reduce greenhouse gas emissions from transport, insights into the characteristics of all sorts of trips and specifically trips by car are needed. This paper focuses on everyday leisure trips for social and recreational purposes. Travel behaviour for these purposes is analysed considering individual and household factors as well as properties of the trip, based on Swedish national travel survey data. The analysis reveals that everyday leisure trips are often of joint character and that the average distance travelled per person and day increases with, for example, income, cohabitation, children in the household and residence in rural areas. The result also shows that the studied characteristics vary between studied trip purposes, influencing the sustainability potential of a reduction in car use and suggested measures. For instance, the largest share of passenger mileage comes from social trips, whereas trips for exercise and outdoor life have the largest share of car trips below 5 km. Several characteristics indicate difficulties in transferring trips by car to, for example, bicycle or public transport due to convenience, economy, start times, company etc. The study indicates that there is a need to take a broader view of the effective potential.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-08-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"85017282","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Visualisation helps explain the operating mechanisms of deep learning models, but its applications are rarely seen in traffic analysis. This paper employs a convolu-tional neural network (CNN) to evaluate road network performance level (NPL) and visualises the model to en-lighten how it works. A dataset of an urban road network covering a whole year is used to produce performance maps to train a CNN. In this process, a pretrained network is introduced to overcome the common issue of inadequa-cy of data in transportation research. Gradient weighted class activation mapping (Grad-CAM) is applied to vi-sualise the CNN, and four visualisation experiments are conducted. The results illustrate that the CNN focuses on different areas when it identifies the road network as dif-ferent NPLs, implying which region contributes the most to the deteriorating performance. There are particular visual patterns when the road network transits from one NPL to another, which may help performance prediction. Misclassified samples are analysed to determine how the CNN fails to make the right decisions, exposing the model’s deficiencies. The results indicate visualisation’s potential to contribute to comprehensive management strategies and effective model improvement.
可视化有助于解释深度学习模型的运行机制，但在流量分析中很少看到它的应用。本文采用卷积神经网络(CNN)来评估道路网络性能水平(NPL)，并将模型可视化以阐明其工作原理。使用覆盖一整年的城市道路网络数据集生成性能图来训练CNN。在此过程中，引入预训练网络来克服交通研究中数据不足的普遍问题。采用梯度加权类激活映射(Gradient weighted class activation mapping, Grad-CAM)对CNN进行了可视化处理，并进行了4次可视化实验。结果表明，当CNN将路网识别为不同的不良贷款时，它会关注不同的区域，这意味着哪个区域对恶化的性能贡献最大。当路网从一个不良资产转移到另一个不良资产时，有一些特殊的视觉模式，这可能有助于性能预测。对错误分类的样本进行分析，以确定CNN如何无法做出正确的决策，从而暴露出模型的缺陷。结果表明，可视化有助于综合管理策略和有效的模型改进。
{"title":"Open the Black Box – Visualising CNN to Understand Its Decisions on Road Network Performance Level","authors":"Junxian Li, Zhizhou Wu, Zhoubiao Shen","doi":"10.7307/ptt.v34i4.4037","DOIUrl":"https://doi.org/10.7307/ptt.v34i4.4037","url":null,"abstract":"Visualisation helps explain the operating mechanisms of deep learning models, but its applications are rarely seen in traffic analysis. This paper employs a convolu-tional neural network (CNN) to evaluate road network performance level (NPL) and visualises the model to en-lighten how it works. A dataset of an urban road network covering a whole year is used to produce performance maps to train a CNN. In this process, a pretrained network is introduced to overcome the common issue of inadequa-cy of data in transportation research. Gradient weighted class activation mapping (Grad-CAM) is applied to vi-sualise the CNN, and four visualisation experiments are conducted. The results illustrate that the CNN focuses on different areas when it identifies the road network as dif-ferent NPLs, implying which region contributes the most to the deteriorating performance. There are particular visual patterns when the road network transits from one NPL to another, which may help performance prediction. Misclassified samples are analysed to determine how the CNN fails to make the right decisions, exposing the model’s deficiencies. The results indicate visualisation’s potential to contribute to comprehensive management strategies and effective model improvement.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-19","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"78823290","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
In 1991, the European Union decided on setting up a liberalized and single railway market. However, in the atomized European region, more than a half of railways can be designated as small railways. For the very reason of significant differences between the national railway systems, the EU legislation has laid broad grounds for track access charge (TAC) modelling, thus resulting in many different TAC models. Out of numerous papers in respect of TAC modelling, only a small number consider the specificities and the needs of small railways. The paper aims to answer the questions of how to design or set up an efficient TAC structure when it comes to small countries. Another objective is to answer how to develop a TAC structure allowing the infrastructure manager to manage its costs. The answers to these questions are provided through the case study of railway in Montenegro – small railways in the Western Balkans. The main contribution of this paper is on developing the TAC model based on the efficient ratio of the capacity and infrastructure wear and tear components.
{"title":"How to Design Track Access Charges for Small Railways – A Montenegro Case Study","authors":"Branko Bošković, M. Bugarinovic̀, N. Bojovic","doi":"10.7307/ptt.v34i4.4010","DOIUrl":"https://doi.org/10.7307/ptt.v34i4.4010","url":null,"abstract":"In 1991, the European Union decided on setting up a liberalized and single railway market. However, in the atomized European region, more than a half of railways can be designated as small railways. For the very reason of significant differences between the national railway systems, the EU legislation has laid broad grounds for track access charge (TAC) modelling, thus resulting in many different TAC models. Out of numerous papers in respect of TAC modelling, only a small number consider the specificities and the needs of small railways. The paper aims to answer the questions of how to design or set up an efficient TAC structure when it comes to small countries. Another objective is to answer how to develop a TAC structure allowing the infrastructure manager to manage its costs. The answers to these questions are provided through the case study of railway in Montenegro – small railways in the Western Balkans. The main contribution of this paper is on developing the TAC model based on the efficient ratio of the capacity and infrastructure wear and tear components.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-15","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79666927","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
R. Pečeliūnas, V. Žuraulis, P. Droździel, S. Pukalskas
The goal of the paper is to investigate the impact of tire tread depth on road accident risk and to develop an accident rate prediction model. The state of 4288 vehicle tires using tread depth gauge was inspected and processed statistically. The tread depth of the most worn tire from each vehicle was registered for further analy-sis. Based on the collected data, a statistical tire tread depth model for an insurance company vehicle fleet had been developed. The conformity of the gamma distribu-tion to the data was verified upon applying the Pearson compatibility criterion. The paper provides the histo-grams of the frequencies of tire tread depths and the theoretical curves of the distribution density. The prob-ability of the accident risk depending on the tire tread depth (adaptive risk index) was calculated applying the formed distributions and risk index dependence on the tire tread depth for the inspected vehicle fleet. Accord-ing to the developed prediction model, an upgrade of the regulation for the minimum allowed tire tread depth by 2 mm (up to 3.6 mm) could reduce road accident risk (caused by poor adhesion to road surface) to 19.3% for the chosen vehicle fleet. Such models are useful for road safety experts, insurance companies and accident cost evaluation specialists by predicting expenses related to insurance events.
{"title":"Prediction of Road Accident Risk for Vehicle Fleet Based on Statistically Processed Tire Wear Model","authors":"R. Pečeliūnas, V. Žuraulis, P. Droździel, S. Pukalskas","doi":"10.7307/ptt.v34i4.3997","DOIUrl":"https://doi.org/10.7307/ptt.v34i4.3997","url":null,"abstract":"The goal of the paper is to investigate the impact of tire tread depth on road accident risk and to develop an accident rate prediction model. The state of 4288 vehicle tires using tread depth gauge was inspected and processed statistically. The tread depth of the most worn tire from each vehicle was registered for further analy-sis. Based on the collected data, a statistical tire tread depth model for an insurance company vehicle fleet had been developed. The conformity of the gamma distribu-tion to the data was verified upon applying the Pearson compatibility criterion. The paper provides the histo-grams of the frequencies of tire tread depths and the theoretical curves of the distribution density. The prob-ability of the accident risk depending on the tire tread depth (adaptive risk index) was calculated applying the formed distributions and risk index dependence on the tire tread depth for the inspected vehicle fleet. Accord-ing to the developed prediction model, an upgrade of the regulation for the minimum allowed tire tread depth by 2 mm (up to 3.6 mm) could reduce road accident risk (caused by poor adhesion to road surface) to 19.3% for the chosen vehicle fleet. Such models are useful for road safety experts, insurance companies and accident cost evaluation specialists by predicting expenses related to insurance events.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"75805529","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Passenger exchange coefficient is a significant factor which has great impact on the pricing model of urban rail transit. This paper introduces passenger exchange coefficient into a bi-level programming model with time differential pricing for urban rail transit by analysing variation regularity of passenger flow characteristics. Meanwhile, exchange cost coefficient is also considered as a restrictive factor in the pricing model. The improved particle swarm optimisation algorithm (IPSO) was ap-plied to solve the model, and simulation results show that the proposed improved pricing model can effectively re-alise stratification of fares for different time periods with different routes. Taking Line 2 and Line 8 of the Beijing rail transit network as an example, the simulation result shows that passenger flows of Line 2 and Line 8 in peak hours decreased by 9.94% and 19.48% and therefore increased by 32.23% and 44.96% in off-peak hours, re-spectively. The case study reveals that dispersing pas-senger flows by means of fare adjustment can effectively drop peak load and increase off-peak load. The time dif-ferential pricing model of urban rail transit proposed in this paper has great influences on dispersing passenger flow and ensures safety operation of urban rail transit. It is also a valuable reference for other metropolitan rail transit operating companies.
{"title":"Time Differential Pricing Model of Urban Rail Transit Considering Passenger Exchange Coefficient","authors":"Qiushi Zhang, Jing Qi, Yongtian Ma, Jiaxiang Zhao, Jianjun Fang","doi":"10.7307/ptt.v34i4.4017","DOIUrl":"https://doi.org/10.7307/ptt.v34i4.4017","url":null,"abstract":"Passenger exchange coefficient is a significant factor which has great impact on the pricing model of urban rail transit. This paper introduces passenger exchange coefficient into a bi-level programming model with time differential pricing for urban rail transit by analysing variation regularity of passenger flow characteristics. Meanwhile, exchange cost coefficient is also considered as a restrictive factor in the pricing model. The improved particle swarm optimisation algorithm (IPSO) was ap-plied to solve the model, and simulation results show that the proposed improved pricing model can effectively re-alise stratification of fares for different time periods with different routes. Taking Line 2 and Line 8 of the Beijing rail transit network as an example, the simulation result shows that passenger flows of Line 2 and Line 8 in peak hours decreased by 9.94% and 19.48% and therefore increased by 32.23% and 44.96% in off-peak hours, re-spectively. The case study reveals that dispersing pas-senger flows by means of fare adjustment can effectively drop peak load and increase off-peak load. The time dif-ferential pricing model of urban rail transit proposed in this paper has great influences on dispersing passenger flow and ensures safety operation of urban rail transit. It is also a valuable reference for other metropolitan rail transit operating companies.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"82312448","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Josip Miloš, Patrik Hršak, N. Topic, Leon Jakšić, K. Kušić, Filip Vrbanić, E. Ivanjko
Traffic control approaches, in particular Variable Speed Limit (VSL), are often studied as solutions to im-prove the level of service on urban motorways. How-ever, the efficiency of VSL strongly depends on the spa-tiotemporal arrangement of VSL zones. It is crucial to determine the length and location of VSL zones for best VSL efficiency before deployment in a real system, as the optimal length of the VSL zone and their distance from the bottleneck directly affects traffic dynamics and, thus, bottleneck control. Therefore, in this study, we perform the analysis of different VSL zones lengths and their po-sitions by using a closed-loop Simple Proportional Speed Controller for VSL (SPSC-VSL). We evaluate the different VSL zone configurations and their impact on traffic flow control and vehicle emissions in a SUMO microscopic simulation on a high traffic demand scenario. The results support the observations of previous researchers on the significant dependence of VSL zone placement on VSL efficiency. Additionally, new data-based (traffic parame-ters and vehicle emissions) evidence of the performance of the SPSC-VSL design are provided regarding the best placement of consecutive VSL zones for motorway bottle-neck control not analysed in previous research.
{"title":"Influence of Spatial Placement of Variable Speed Limit Zones on Urban Motorway Traffic Control","authors":"Josip Miloš, Patrik Hršak, N. Topic, Leon Jakšić, K. Kušić, Filip Vrbanić, E. Ivanjko","doi":"10.7307/ptt.v34i4.4073","DOIUrl":"https://doi.org/10.7307/ptt.v34i4.4073","url":null,"abstract":"Traffic control approaches, in particular Variable Speed Limit (VSL), are often studied as solutions to im-prove the level of service on urban motorways. How-ever, the efficiency of VSL strongly depends on the spa-tiotemporal arrangement of VSL zones. It is crucial to determine the length and location of VSL zones for best VSL efficiency before deployment in a real system, as the optimal length of the VSL zone and their distance from the bottleneck directly affects traffic dynamics and, thus, bottleneck control. Therefore, in this study, we perform the analysis of different VSL zones lengths and their po-sitions by using a closed-loop Simple Proportional Speed Controller for VSL (SPSC-VSL). We evaluate the different VSL zone configurations and their impact on traffic flow control and vehicle emissions in a SUMO microscopic simulation on a high traffic demand scenario. The results support the observations of previous researchers on the significant dependence of VSL zone placement on VSL efficiency. Additionally, new data-based (traffic parame-ters and vehicle emissions) evidence of the performance of the SPSC-VSL design are provided regarding the best placement of consecutive VSL zones for motorway bottle-neck control not analysed in previous research.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89715789","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
This study introduces a novel methodological frame-work for extracting integral vehicle trajectories from several consecutive pictures automatically. The frame-work contains camera observation, eliminating image distortions, video stabilising, stitching images, identify-ing vehicles and tracking vehicles. Observation videos of four sections in South Fengtai Road, Nanjing, Jiangsu Province, China are taken as a case study to validate the framework. As key points, six typical tracking algorithms, including boosting, CSRT, KCF, median flow, MIL and MOSSE, are compared in terms of tracking reliability, operational time, random access memory (RAM) usage and data accuracy. Main impact factors taken into con-sideration involve vehicle colours, zebra lines, lane lines, lamps, guide boards and image stitching seams. Based on empirical analysis, it is found that MOSSE requires the least operational time and RAM usage, whereas CSRT presents the best tracking reliability. In addition, all tracking algorithms produce reliable vehicle trajecto-ry and speed data if vehicles are tracked steadily.
{"title":"Empirical Analysis of Vehicle Tracking Algorithms for Extracting Integral Trajectories from Consecutive Videos","authors":"Quan Chen, Hao Wang, Changyin Dong","doi":"10.7307/ptt.v34i4.4041","DOIUrl":"https://doi.org/10.7307/ptt.v34i4.4041","url":null,"abstract":"This study introduces a novel methodological frame-work for extracting integral vehicle trajectories from several consecutive pictures automatically. The frame-work contains camera observation, eliminating image distortions, video stabilising, stitching images, identify-ing vehicles and tracking vehicles. Observation videos of four sections in South Fengtai Road, Nanjing, Jiangsu Province, China are taken as a case study to validate the framework. As key points, six typical tracking algorithms, including boosting, CSRT, KCF, median flow, MIL and MOSSE, are compared in terms of tracking reliability, operational time, random access memory (RAM) usage and data accuracy. Main impact factors taken into con-sideration involve vehicle colours, zebra lines, lane lines, lamps, guide boards and image stitching seams. Based on empirical analysis, it is found that MOSSE requires the least operational time and RAM usage, whereas CSRT presents the best tracking reliability. In addition, all tracking algorithms produce reliable vehicle trajecto-ry and speed data if vehicles are tracked steadily.","PeriodicalId":54546,"journal":{"name":"Promet-Traffic & Transportation","volume":null,"pages":null},"PeriodicalIF":1.0,"publicationDate":"2022-07-07","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"81456766","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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