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Gyergyay, B., Gomari, S., Olstam, J., Johansson, F., Friedrich, M., Sonnleitner, J., . . . Backhaus, W. (2018). Automation-ready framework for urban transport planning. In: Proceedings of 7th Transport Research Arena TRA 2018, April 16-19, 2018, Vienna, Austria: . Paper presented at Transport Research Arena TRA 2018.
Open this publication in new window or tab >>Automation-ready framework for urban transport planning
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2018 (English)In: Proceedings of 7th Transport Research Arena TRA 2018, April 16-19, 2018, Vienna, Austria, 2018Conference paper, Published paper (Refereed)
Abstract [en]

The mission of the H2020 CoEXist project is to enable mobility stakeholders to get “Automation-ready” – which CoEXist currently defines as conducting transport and infrastructure planning for connected and automated vehicles (CAVs) in the same comprehensive manner as for existing modes such as conventional vehicles, public transport, pedestrians, and cyclists, while ensuring continued support for existing modes on the same network. This definition will be fine-tuned through stakeholder engagement processes. The H2020 CoEXist project started in May 2017 and will run until April 2020. This paper introduces this project and covers its progress until January 2018, with a focus on the methodology of the “Automation-ready framework” that provides a planning framework for urban road authorities to prepare for the introduction of CAVs on the road network. The framework includes elements about strategic urban mobility planning for CAVs and a clear guide for urban transport planners with a list of concrete actions that cities can do now to plan for CAVs on their road network

Keywords
Transport, Planning, Connected vehicle, Automatic, Autonomous vehilce, Transport authority, Mobility (pers)
National Category
Transport Systems and Logistics
Research subject
20 Road: Traffic engineering, 22 Road: Traffic control and traffic information; 10 Road: Transport, society, policy and planning
Identifiers
urn:nbn:se:vti:diva-13103 (URN)
Conference
Transport Research Arena TRA 2018
Projects
CoEXist
Funder
EU, Horizon 2020, 203438
Available from: 2018-06-01 Created: 2018-06-01 Last updated: 2018-06-12Bibliographically approved
Jonkers, E., Nellthorp, J., Wilmink, I. & Olstam, J. (2018). Evaluation of eco-driving systems: A European analysis with scenarios and micro simulation. Case Studies on Transport Policy
Open this publication in new window or tab >>Evaluation of eco-driving systems: A European analysis with scenarios and micro simulation
2018 (English)In: Case Studies on Transport Policy, ISSN 2213-624X, E-ISSN 2213-6258Article in journal (Refereed) In press
Abstract [en]

In recent years, various field operational tests (FOTs) have been carried out in the EU to measure the real-world impacts of Intelligent Transport Systems (ITS). A challenge arising from these FOTs is to scale up from the very localised effects measured in the tests to a much wider set of socio-economic impacts, for the purposes of policy evaluation. This can involve: projecting future take-up of the systems; scaling up to a wider geographical area – in some cases the whole EU; and estimating a range of economic, social and environmental impacts into the future. This article describes the evaluation conducted in the European project ‘ecoDriver’, which developed and tested a range of driver support systems for cars and commercial vehicles. The systems aimed to reduce CO2 emissions and energy consumption by encouraging the adoption of green driving behaviour. A novel approach to evaluation was adopted, which used scenario-building and micro-simulation to help scale up the results from field tests to the EU-28 level over a 20 year period, leading to a cost-benefit analysis (CBA) from both a societal and a stakeholder perspective. This article describes the method developed and used for the evaluation, and the main results for eco-driving systems, focusing on novel aspects, lessons learned and implications for policy and research.

Place, publisher, year, edition, pages
Elsevier Ltd, 2018
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:vti:diva-13242 (URN)10.1016/j.cstp.2018.08.001 (DOI)2-s2.0-85051383948 (Scopus ID)
Available from: 2018-09-12 Created: 2018-09-12 Last updated: 2018-09-12Bibliographically approved
Bernhardsson, V. & Olstam, J. (2017). Effektiva omkörningsfält på 2+1-vägar: trafiksimuleringar av olika utformningsalternativ ur ett framkomlighetsperspektiv. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Effektiva omkörningsfält på 2+1-vägar: trafiksimuleringar av olika utformningsalternativ ur ett framkomlighetsperspektiv
2017 (Swedish)Report (Other academic)
Alternative title[en]
Effective overtaking lanes on 2+1 roads : a traffic simulation study of different configurations of 2+1 roads from a traffic performance perspective
Abstract [sv]

Framkomligheten på mötesseparerade vägar med växelvis omkörningsfält (så kallade 2+1-vägar) beror på hur stor del av vägens sträckning som har omkörningsfält, vilket brukar benämnas som andelen omkörbar längd. För att utnyttja vägen på ett effektivt sätt bör utformningen och lokaliseringen av omkörningsfälten upprättas för att i största möjliga mån undvika onödig köbildning och fördröjning. Olika utformningsalternativ för omkörningsfälten har olika fördelar. Kortare omkörningsfält innebär begränsade tidsfönster för köavveckling, men medför samtidigt snabba upprepningar av omkörningstillfällen. Längre omkörningssträckor innebär bättre möjlighet till omkörning av flera fordon vid ett och samma tillfälle, men medför samtidigt ökade enfältslängder vilket ökar risken för upphinnanden.

Denna rapport presenterar en trafiksimuleringsstudie av hur olika längder för omkörningsfälten påverkar framkomligheten. Resultaten från simuleringsstudien indikerar att omkörningsfält med längder mellan 1 050 och 1 400 meter innebär kortast restid. Skillnaderna är dock små (~0,4 sekunder per kilometer) och dessutom inte statistiskt signifikanta. Nyttan med att utforma 2+1-vägar med optimala längder för omkörningsfälten för att maximera framkomlighet kan således ifrågasättas. Baserat på resultaten är det dock rimligt att ifrågasätta konceptet med att bygga mycket långa omkörningsfält (som den nuvarande rekommendationen i Trafikverkets riktlinjer för vägars- och gators utformning (VGU) till viss del antyder). Det är tydligt att risken för upphinnanden på enfältssträckorna är mycket stora, vilket påverkar den totala restiden.

Abstract [en]

The traffic performance at oncoming lane separated highways with alternating dedicated overtaking lanes (so called 2+1 roads), is dependent on the share of two lane segments (also known as the share of overtaking length). In order to maximize utilization and traffic performance, the configuration of the overtaking lanes should be designed to avoid congestion and delays. Short overtaking lanes implies limited time of queue discharge, but gives frequently recurring possibilities to overtake. Increased lengths of overtaking lanes imply the possibility to overtake several vehicles per overtaking lane, but increases the risk of catching up slower vehicles since the configuration also results in increased lengths of one lane segments.

This report presents a traffic simulation study of how different configurations affects the throughput at 2+1 roads. The results indicate that overtaking lanes between 1 050 and 1 400 meters result in shortest travel time. However, the differences are small (~0.4 seconds/km) and not statistically significant. Thus, the benefit of optimizing the configuration in terms of throughput could be questioned. Based on the results, it becomes reasonable to question the concept of designing 2+1 roads with long overtaking lengths (which corresponds to the recommendations from the Swedish Transport Administration (Trafikverket)). The major risk of catching up a slower vehicle at the one lane segments obviously affects the travel time.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2017. p. 49
Series
VTI rapport, ISSN 0347-6030 ; 941
Identifiers
urn:nbn:se:vti:diva-12075 (URN)
Available from: 2017-09-06 Created: 2017-09-05 Last updated: 2017-09-14Bibliographically approved
Tsanakas, N., Ekström, J. & Olstam, J. (2017). Emission estimation based on cross-sectional traffic data. In: Proceedings of the 22nd International Transportation and Air Pollution Conference, 2017: . Paper presented at 22nd International Transportation and Air Pollution Conference, Zürich, Switzerland, 15-16 November 2017 (pp. 15).
Open this publication in new window or tab >>Emission estimation based on cross-sectional traffic data
2017 (English)In: Proceedings of the 22nd International Transportation and Air Pollution Conference, 2017, 2017, p. 15-Conference paper, Published paper (Refereed)
Abstract [en]

The paper outlines as follows: Section 2 consists a literature review on methods for emission estimations based on sensors measurements. Section 3 provides a description of the methodology of estimating emissions from cross-sectional data by either using AADT estimation techniques or more sophisticated traffic estimators. Section 4 presents the case study that is a part of the E4 motorway in Stockholm, and provides details about the data collection. The results are presented in Section 5 and finally Section 6 concludes the study and discusses future work.

Keywords
Emission, Calculation, Estimation, Traffic, Detector, Measurement, Traffic flow, Traffic density
National Category
Civil Engineering Transport Systems and Logistics
Research subject
10 Road: Transport, society, policy and planning, 15 Road: Environment
Identifiers
urn:nbn:se:vti:diva-13102 (URN)
Conference
22nd International Transportation and Air Pollution Conference, Zürich, Switzerland, 15-16 November 2017
Projects
Förbättrad prognos av energianvändning och emissioner vid styrmedelsanalys i vägtrafiken
Funder
Swedish Energy Agency, 38921-1
Available from: 2018-06-01 Created: 2018-06-01 Last updated: 2018-06-12Bibliographically approved
Olstam, J. & Bernhardsson, V. (2017). Hastighetsflödessamband för svenska typvägar: Förslag till reviderade samband baserat på trafikmätningar från 2012–2015. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Hastighetsflödessamband för svenska typvägar: Förslag till reviderade samband baserat på trafikmätningar från 2012–2015
2017 (Swedish)Report (Other academic)
Alternative title[en]
Speed-flow relationships for Swedish rural roads : Suggestions for revised relationships based on traffic measurements from 2012–2015
Abstract [sv]

Hastighetsflödessamband är en viktig del i Trafikverkets modell för bedömning av Effekter vid väganalyser (EVA). I denna rapport presenteras förslag till nya hastighetsflödessamband för motorvägar, fyrfältsvägar, mötesfria motortrafikleder, mötesfria landsvägar samt tvåfältiga landsvägar. Förslagen baseras på data från mätningar med Trafikverkets trafikmätningssystem (TMS) samt kompletterande modellberäkningar. För varje vägkategori har TMS-datamaterialet kvalitetssäkrats, bearbetats och analyserats. Datamaterialet presenteras i form av hastighetsflödesdiagram för personbilar, bussar och lastbilar utan släp samt lastbilar med släp. För varje typsektion har sedan en jämförelse av nuvarande samband och mätdata genomförts. Vid behov har förslag till revidering av nuvarande samband tagits fram. De mest signifikanta förändringarna jämfört med föregående revidering från 2013 är: medelfrihastigheten för lastbilar utan släp har generellt sett ökat på samtliga vägtyper utom tvåfältsvägar där hastigheten minskat; medelfrihastigheten för lastbilar med släp har generellt sett minskat; hastigheten på tvåfältsvägar har generellt sett minskat.

Abstract [en]

Speed-flow relationships are an important part of the Swedish Transport Administration (Trafikverket) model for evaluation of effects of road facilities (the EVA model). This report present suggestions for new speed-flow relationships for motorways (MV), low standard motorways (4F), oncoming lane separated highways with grade separated intersections (MML), oncoming separated highways with at grade intersections (MLV), and two-lane highways. The suggestions are based on data from measurements using the Swedish Transport Administration’s traffic measurement system TMS in combination with model calculations. The TMS data have, for each road category, been quality checked, processed and analysed. The data material is presented as speed-flow diagrams for passenger cars, buses and trucks without trailer, and trucks with trailers. A comparison of the current speed-flow relationships and the TMS-measurements was then conducted for each road category, and if needed a suggestion for a revision was presented. The most significant changes from last revision from 2013 are: average free flow speed for trucks without trailer have in general increased for all road types except two lane highways for which the speed has decreased; average free flow speed for trucks with trailers have in general decreased; and the average speed on two lane highways have in general decreased

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2017. p. 162
Series
VTI rapport, ISSN 0347-6030 ; 938
National Category
Infrastructure Engineering
Identifiers
urn:nbn:se:vti:diva-11896 (URN)
Available from: 2017-07-03 Created: 2017-07-03 Last updated: 2017-07-03Bibliographically approved
Olstam, J. (2017). Kalibrering av restidsfunktioner: förslag till metodik och datainsamlingsupplägg. Linköping: Statens väg- och transportforskningsinstitut
Open this publication in new window or tab >>Kalibrering av restidsfunktioner: förslag till metodik och datainsamlingsupplägg
2017 (Swedish)Report (Other academic)
Alternative title[en]
Calibration of volume delay functions : suggestions for method and data collection approaches
Abstract [sv]

Vid ruttvals- och restidsberäkningar i statiska nätutläggningsprogram (Emme, Visum, TransCad) används så kallade restidsfunktioner. Sambanden beskriver hur restiden beror av trafikvolymen för olika typer av vägar. Dessa restidsfunktioner är en av grundbultarna i persontransportmodeller som det svenska Sampers-systemet. Detta notat redovisar en förstudie med syftet att undersöka hur restidsfunktionerna i det svenska Sampers-systemet bör utformas och kalibreras. Detta innefattar hur vägklassindelningen bör göras, vilken typ av funktioner som ska användas, hur de ska kalibreras och vilken data som behöver samlas in för kalibreringen. För att undersöka detta genomfördes: en litteraturstudie för att utröna state-of-practice; workshops för att fånga upp användares erfarenheter av de nuvarande svenska restidsfunktionerna; workshops med experter på datainsamling för att diskutera mest lämpliga datakällor och datainsamlingstekniker; samt projektinterna diskussioner kring olika kalibreringsansatser och metoder.

Litteraturstudien visade att det finns få riktlinjer om hur restidsfunktioner bör eller ska kalibreras. Vanligtvis har parametrarna kalibrerats genom kurvanpassning mot punktmätningar av flöde och medelhastighet. Det finns några exempel där kalibreringen baserats på restidsmätningar med ”floatingcar” eller restidskameror. Baserat på tidigare genomförda studier i Sverige och den genomförda litteraturstudien konstateras att restidsfunktioner som ger en bra beskrivning av trafikföringen på enskilda länkar inte nödvändigtvis ger en bra överenstämmelse av modellberäknade och uppmätta flöden och restider. För att motverka detta har det i litteraturen föreslagits och testats kalibreringsmetoder där kalibreringen av parametrarna genomförs med hjälp av optimeringsalgoritmer med syftet att minimera skillnaden mellan modellberäknade och uppmätta länkflöden och restider. Baserat på litteraturstudien och diskussioner i projektgruppen så är slutsatsen att en sådan ansats bör undersökas. För att undvika överkalibrering och orimliga parametervärden bör möjliga parametervärden begränsas.

För kalibreringen behövs både länkflödesobservationer och restidsobservationer. Länkflödesobservationer genomförs återkommande för andra syftet och kan hämtas från Trafikverkets och kommunernas ordinarie trafikmätningar. Restidsdata föreslås hämtas från de upphandlingar av inköp av restidsdata som Göteborgs och Stockholms stad genomfört tillsammans med Trafikverket. Förstudien rekommenderar Trafikverket att också undersöka möjligheten att köpa in restidsdata för större delen av sitt huvudvägnät.

Abstract [en]

Route choice calculations in static traffic assignment models (as Emme, Visum, TransCad) are based on travel time estimations using volume delay functions. The volume delay function (also denoted travel time functions) describe how the travel time depend on the traffic volume for different types of roads. The volume delay functions are one of the base elements in travel prognosis models as the Swedish Sampers model system. This report presents a pre-study with the aim to investigate how volume delay functions should be designed and calibrated, including which road classification to use, which type of volume delay function that should be used, how the functions should be calibrated and which data that is needed for the calibration. These questions were investigated by a literature review on state-of-practice, workshops with experienced Sampers users to collect information and experiences of the current volume delay functions in Sampers, workshops with research experts on data collection of travel times, and project internal discussions on calibration methodologies.

The literature review showed that there are few guidelines on how volume delay functions can or should be calibrated. The calibration is commonly conducted by fitting the volume delay function curve to cross-sectional measurements of flow and mean speed. There are some examples of calibration based on travel time measurements based on floating car measurements or number plate recognition. These calibration approaches focus on describing travel time for a given link based on the flow at the link. However, based on the literature review and experience from earlier research in Sweden it is concluded that volume delay functions that represent the traffic process on a road link in a good way do not necessary give a good fit of the static assignment calculated and observed link and route flows and travel times. There are several attempts described in the literature of calibration approaches that aim to minimize the difference between model calculated and observed flows and travel times using optimization techniques. The suggestion from the pre-study is that such an approach should be investigated for calibration of the Sampers volume delay functions. To avoid overfitting and unrealistic parameters values the optimization should include lower and upper limits of the parameters.

The calibration requires both link flow and travel time observations. Link counts are regularly measured for other purposes and can be collected from the Swedish Transport Administration and municipality regular traffic measurement programs. The suggestion for travel time data is to use the travel time data that currently is commissioned by the Swedish Transport Administration and Stockholm and Göteborg municipality. Our recommendation is also that the Swedish Transport Administration investigate the possibility to buy travel time data for the Swedish main road network.

Place, publisher, year, edition, pages
Linköping: Statens väg- och transportforskningsinstitut, 2017. p. 47
Series
VTI notat ; 33-2017
Identifiers
urn:nbn:se:vti:diva-12692 (URN)
Available from: 2017-12-20 Created: 2017-12-20 Last updated: 2017-12-20Bibliographically approved
Taylor, N. B., Olstam, J., Bernhardsson, V. & Nitsche, P. (2017). Modelling delay saving through pro-active incident management techniques. European Transport Research Review, 9(4), Article ID 48.
Open this publication in new window or tab >>Modelling delay saving through pro-active incident management techniques
2017 (English)In: European Transport Research Review, ISSN 1867-0717, E-ISSN 1866-8887, Vol. 9, no 4, article id 48Article in journal (Refereed) Published
Abstract [en]

Purpose: Road traffic incidents cause delay, affect public safety and the environment. The CEDR PRIMA project aims to extend practical guidance for traffic managers in pro-active Traffic Incident Management (TIM) techniques to reduce the impacts and associated costs of incidents.

Methods: The paper describes modelling methods used in the project for assessing the effect of different management techniques on incident duration and travel delay under various scenarios, including collision, adverse weather, heavy vehicle breakdown and other obstruction, assuming various management strategies and generic impacts of novel technologies. Macroscopic simulations of 178 variations of 13 basic scenarios have been performed using a flexible and computationally efficient macroscopic queue model, results being verified by simulation using a velocity-based Cell Transmission Model (CTM-v).

Results: The results of the two modelling methods are broadly consistent. While delays estimated by the two methods can differ by up to 20%, this is small compared to the factor of 30 range of modelled delays caused by incidents, depending on their nature and circumstances, and is not sufficient to affect general conclusions. Under the peak traffic conditions assumed, the most important factor affecting delay is whether running lanes can be kept open, but quick clearance of carriageway is not always feasible.

Conclusions: Comparison of two very different modelling methods confirms their consistency within the context of highly scenario-dependent results, giving confidence in the results. Future research and data needs include further validation of the models, potential application to traffic flow and conflict prediction and incident prevention, and more complete and consistent recording of incident timelines and impacts.

Place, publisher, year, edition, pages
Springer Verlag, 2017
Keywords
Incident management, Evaluation (assessment), Mathematical model, Method, Simulation, Traffic, Delay, Queue
National Category
Transport Systems and Logistics
Research subject
20 Road: Traffic engineering, 22 Road: Traffic control and traffic information
Identifiers
urn:nbn:se:vti:diva-12461 (URN)10.1007/s12544-017-0265-5 (DOI)2-s2.0-85029934203 (Scopus ID)
Available from: 2017-11-17 Created: 2017-11-17 Last updated: 2017-12-04Bibliographically approved
Tsanakas, N., Ekström, J. & Olstam, J. (2017). Reduction of errors when estimating emissions based on static traffic model outputs. Paper presented at 19th EURO Working Group on Transportation Meeting, EWGT2016, 5-7 September 2016, Istanbul, Turkey. Transportation Research Procedia, 22, 440-449
Open this publication in new window or tab >>Reduction of errors when estimating emissions based on static traffic model outputs
2017 (English)In: Transportation Research Procedia, ISSN 2324-9935, E-ISSN 2352-1465, Vol. 22, p. 440-449Article in journal (Refereed) Published
Abstract [en]

The rapid growth of traffic congestion has led to an increased level of emissions and energy consumption in urban areas. Well designed infrastructure and traffic controllers along with more efficient vehicles and policy measures are required to mitigate congestion and thus reduce transport emissions. In order to evaluate how changes in the traffic system affect energy use and emissions, traffic analysis tools are used together with emission models. In large urban areas emission models mainly rely on aggregated outputs from traffic models, such as the average link speed and flow. Static traffic models are commonly used to generate inputs for emission models, since they can efficiently be applied to larger areas with relatively low computational cost. However, in some cases their underlying assumptions can lead to inaccurate predictions of the traffic conditions and hence to unreliable emission estimates. The aim of this paper is to investigate and quantify the errors that static modeling introduces in emission estimation and subsequently considering the source of those errors, to suggest and evaluate possible solutions. The long analysis periods that are commonly used in static models, as well as the static models' inability to describe dynamic traffic flow phenomena can lead up to 40 % underestimation of the estimated emissions. In order to better estimate the total emissions, we propose the development of a post processing technique based on a quasi-dynamic approach, attempting to capture more of the excess emissions created by the temporal and spatial variations of traffic conditions

Place, publisher, year, edition, pages
Elsevier, 2017
Keywords
Forecast, Emission, Fuel consumption, Mathematical model, Traffic flow, Fluctuation (traffic)
National Category
Transport Systems and Logistics
Identifiers
urn:nbn:se:vti:diva-11884 (URN)10.1016/j.trpro.2017.03.040 (DOI)2-s2.0-85019408718 (Scopus ID)
Conference
19th EURO Working Group on Transportation Meeting, EWGT2016, 5-7 September 2016, Istanbul, Turkey
Available from: 2017-06-08 Created: 2017-06-08 Last updated: 2017-11-29Bibliographically approved
Bergh, T., Remgård, M., Carlsson, A., Olstam, J. & Strömgren, P. (2016). 2+1-roads Recent Swedish Capacity and Level-of-Service Experience. Paper presented at International Symposium on Enhancing Highway Performance (ISEHP), June 14-16, 2016, Berlin — (7th International Symposium on Highway Capacity and Quality of Service, 3rd International Symposium on Freeway and Tollway Operations). Transportation Research Procedia, 15, 331-345
Open this publication in new window or tab >>2+1-roads Recent Swedish Capacity and Level-of-Service Experience
Show others...
2016 (English)In: Transportation Research Procedia, ISSN 2324-9935, E-ISSN 2352-1465, Vol. 15, p. 331-345Article in journal (Refereed) Published
Abstract [en]

The first Swedish 2+1 median barrier road was opened in 1998. The concept was to retrofit the standard existing two-lane 13 m paved width cross-section at 90 and 110 kph posted speed limit without widening. This design has one continuous lane in each direction, a middle lane changing direction every one to three kilometres with a median barrier separating the two traffic directions. Today over 2 700 km 2+1 median barrier roads are opened for traffic. AADT’s vary from some 3 000 to 20 000 with an average just below 10 000 nowadays normally with 100 kph.

The concept has lately been enhanced also to cover the existing 9 m paved width cross-section. The design concept is the same from a driver’s viewpoint, one continuous lane in each direction with a middle lane changing direction and a separating median barrier. This is created by introducing a continuous median barrier and adding overtaking lanes within an overtaking strategy. The differences are the existence of 1+1-sections, less overtaking opportunities and a slightly more narrow cross-section. Some 15 projects are opened. The purpose of this paper is to summarize present knowledge on level-of-service issues as they are presented in Swedish design and assessment guidelines and to give an overview of field measurements and theoretical analytical and simulation studies supporting the recommendations.

Place, publisher, year, edition, pages
Elsevier, 2016
Keywords
Highway design, Traffic lane, Level of service, Traffic flow, Overtaking, Simulation
National Category
Transport Systems and Logistics
Research subject
20 Road: Traffic engineering, 25 Road: Traffic theory; 20 Road: Traffic engineering, 21 Road: Traffic measurement and traffic analysis
Identifiers
urn:nbn:se:vti:diva-10983 (URN)10.1016/j.trpro.2016.06.028 (DOI)
Conference
International Symposium on Enhancing Highway Performance (ISEHP), June 14-16, 2016, Berlin — (7th International Symposium on Highway Capacity and Quality of Service, 3rd International Symposium on Freeway and Tollway Operations)
Funder
TrenOp, Transport Research Environment with Novel PerspectivesSwedish Transport Administration
Available from: 2016-10-21 Created: 2016-10-21 Last updated: 2017-11-29Bibliographically approved
Strömgren, P. & Olstam, J. (2016). A Model for Capacity Reduction at Roadwork Zone. Paper presented at International Symposium on Enhancing Highway Performance (ISEHP), June 14-16, 2016, Berlin — (7th International Symposium on Highway Capacity and Quality of Service, 3rd International Symposium on Freeway and Tollway Operations). Transportation Research Procedia, 15, 245-256
Open this publication in new window or tab >>A Model for Capacity Reduction at Roadwork Zone
2016 (English)In: Transportation Research Procedia, ISSN 2324-9935, E-ISSN 2352-1465, Vol. 15, p. 245-256Article in journal (Refereed) Published
Abstract [en]

This paper presents an investigation of capacity reduction in connection with roadwork. The paper presents a state-of-the-art description on roadwork effects on capacity. The state-of-the art has been used to develop a model for estimation of capacity reduction at roadwork zone on Swedish roads. The model has partly been validated with empirical data from a full scale test at the freeway network in Gothenburg.

The studies presented in the literature shows that capacity differs not only between different roadwork designs but also between roadwork with similar design. Thus, one can conclude that there is a high variation between the roadwork zone due to effects of surrounding elements, such as the type of work and external effects such as rain (which affects the capacity even under normal conditions). The differences that exist in the estimation of capacity for motorway sections next to a roadwork zone can be said to consist of four situation-specific variables:

  • the percentage of heavy vehicles
  • type of road
  • the width of the remaining lanes
  • diversion of traffic to the opposite carriageway

The conclusion from the literature review is that the most important parameters that should be incorporated in a Swedish capacity manual for the operation and maintenance of roadwork are:

  • the proportion of heavy traffic
  • lane width, type of roadwork
  • number of closed lanes
  • closed road shoulder
  • proportion of commuter traffic
  • length of roadwork zone.

The paper presents a comparison between the Dutch model for computation of capacity reduction and a composite model of reduction factors from Germany, USA and Denmark. The comparison show that the two models essentially gives the same results. Based on these results a new model was developed. In the developed model, the capacity for the remaining lane is calculated.

Keywords
Construction site, Maintenance, Impact study, Capacity, Mathematical model, Diversion (traffic), Traffic mixture, Traffic lane, Closure (road)
National Category
Transport Systems and Logistics
Research subject
20 Road: Traffic engineering, 25 Road: Traffic theory
Identifiers
urn:nbn:se:vti:diva-10982 (URN)10.1016/j.trpro.2016.06.021 (DOI)
Conference
International Symposium on Enhancing Highway Performance (ISEHP), June 14-16, 2016, Berlin — (7th International Symposium on Highway Capacity and Quality of Service, 3rd International Symposium on Freeway and Tollway Operations)
Projects
DUKAT
Funder
Swedish Transport Administration, 201757
Available from: 2016-10-21 Created: 2016-10-21 Last updated: 2017-11-29Bibliographically approved
Organisations
Identifiers
ORCID iD: ORCID iD iconorcid.org/0000-0002-0336-6943

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