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- Title
- Financial evaluation of milege based user fees for Florida's transportation funding.
- Creator
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Moradi, Massoud, Al-Deek, Haitham, Radwan, Ahmed, Abdel-Aty, Mohamed, Uddin, Nizam, University of Central Florida
- Abstract / Description
-
ABSTRACTMotor fuel taxes have been collected as a principal source of highway funding for close to a century. They account for approximately two thirds of all the highway user fees and about half of all highway expenditures. Federal fuel taxes have not kept pace with the inflation in general and increasing traffic demand and resulting construction, maintenance and operation costs of the transportation assets in particular.Lack of political will, combined with rising anti-tax sentiment among...
Show moreABSTRACTMotor fuel taxes have been collected as a principal source of highway funding for close to a century. They account for approximately two thirds of all the highway user fees and about half of all highway expenditures. Federal fuel taxes have not kept pace with the inflation in general and increasing traffic demand and resulting construction, maintenance and operation costs of the transportation assets in particular.Lack of political will, combined with rising anti-tax sentiment among the populace, has kept the federal tax level not only well below its initial intents, but also at a unsustainable level in future.Mileage based user fees are possibly an alternative to the fuel taxes, which have been the main mechanism for funding the transportation system.Mileage based user fees have been successfully utilized in many parts of the world with glowing results. Germany's (")TollCollect("), a quasi government enterprise has utilized GPS technology in collecting the users' fee from the truck operators. The system has been a financial engine providing much needed funding for many major transportation projects. Oregon Department of Transportation, in a federally co-funded pilot project, examined the practicality of the mileage based user fee collection at the fuel pumps. According to the Oregon study, there are not any major technical difficulties in mileage based user fee collection at the pump. Study participants (general motorist) did not express any objection to the mileage based user fee collection.This dissertation evaluates revenue impacts of several pricing policies including: Current per gallon fuel taxes, conversion to a mileage based user fee, time of day user fee application, area type user fee and congestion priced user fees. State of Florida's years 2015-2035 fuel revenue forecast is used as a case study. A model is constructed to estimate annual vehicle miles travelled for the analyses period. Fuel efficiencies, current per gallon fuel taxes and their corresponding mileage-based user fee equivalents are the input to a financial model developed for comparisons. Results demonstrate that decrease in fuel revenues due to vehicles fuel efficiency improvements can be offset by replacing current per gallon fuel taxes with a mileage-based user fee. Pricing the user fee according to area type, roadway classification, time of day and congestion level can not only generate more revenues but also assist in demand management.
Show less - Date Issued
- 2012
- Identifier
- CFE0004416, ucf:49378
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0004416
- Title
- A New Methodology for Evaluating the Effectiveness of Bus Rapid Transit Strategies.
- Creator
-
Alomari, Ahmad, Al-Deek, Haitham, Eluru, Naveen, Tatari, Omer, Maboudou, Edgard, University of Central Florida
- Abstract / Description
-
Over the last few years, public transportation has become more desirable as capacity of existing roadways failed to keep up with rapidly increasing traffic demand. Buses are one of the most common modes of public transportation with low impact on network capacity, especially in small and congested urban areas. However, the use of regularly scheduled buses as the main public transport mode can become useless with the presence of traffic congestion and dense construction areas. In cases like...
Show moreOver the last few years, public transportation has become more desirable as capacity of existing roadways failed to keep up with rapidly increasing traffic demand. Buses are one of the most common modes of public transportation with low impact on network capacity, especially in small and congested urban areas. However, the use of regularly scheduled buses as the main public transport mode can become useless with the presence of traffic congestion and dense construction areas. In cases like these, innovative solutions, such as bus rapid transit (BRT), can provide an increased level of service without having to resort to other, more expensive modes, such as light rail transit (LRT) and metro systems (subways). Transit signal priority (TSP), which provides priority to approaching buses at signalized intersections by extending the green or truncating the red, can also increase the performance of the bus service.Understanding the combined impact of TSP and BRT on network traffic operations can be complex. Although TSP has been implemented worldwide, none of the previous studies have examined in depth the effects of using conditional and unconditional TSP strategies with a BRT system. The objective of this research is to evaluate the effectiveness of BRT without TSP, then with conditional or unconditional TSP strategies. The micro-simulation software VISSIM was used to compare different TSP and BRT scenarios. These simulation scenarios include the base scenario (before implementation of the TSP and BRT systems), Unconditional TSP (TSP activates for all buses), Conditional TSP 3 minutes behind (TSP only activates for buses that are 3 minutes or more behind schedule), Conditional TSP 5 minutes behind (only activates for buses 5 minutes or more behind schedule), BRT with no TSP, BRT with Unconditional TSP, BRT with Conditional TSP 3 minutes behind, and BRT with Conditional TSP 5 minutes behind.The VISSIM simulation model was developed, calibrated and validated using a variety of data that was collected in the field. These data included geometric data, (number of lanes, intersection geometries, etc.); traffic data (average daily traffic volumes at major intersections, turning movement percentages at intersections, heavy vehicle percentages, bus passenger data, etc.); and traffic control data (signal types, timings and phasings, split history, etc.). Using this field data ensured the simulation model was sufficient for modeling the test corridor. From this model, the main performance parameters (for all vehicles and for buses only) for through movements in both directions (eastbound and westbound) along the corridor were analyzed for the various BRT/TSP scenarios. These parameters included average travel times, average speed profiles, average delays, and average number of stops. As part of a holistic approach, the effects of BRT and TSP on crossing street delay were also evaluated. Simulation results showed that TSP and BRT scenarios were effective in reducing travel times (up to 26 %) and delays (up to 64%), as well as increasing the speed (up to 47%), compared to the base scenario. The most effective scenarios were achieved by combining BRT and TSP. Results also showed that BRT with Conditional TSP 3 minutes behind significantly improved travel times (17 (-) 26%), average speed (30 (-) 39%), and average total delay per vehicle (11 (-) 32%) for the main corridor through movements compared with the base scenario, with only minor effects on crossing street delays. BRT with Unconditional TSP resulted in significant crossing street delays, especially at major intersections with high traffic demand, which indicates that this scenario is impractical for implementation in the corridor. Additionally, BRT with Conditional TSP 3 minutes behind had better travel time savings than BRT with Conditional TSP 5 minutes behind for both travel directions, making this the most beneficial scenario.This research provided an innovative approach by using nested sets (hierarchical design) of TSP and BRT combination scenarios. Coupled with microscopic simulation, nested sets in the hierarchical design are used to evaluate the effectiveness of BRT without TSP, then with conditional or unconditional TSP strategies. The robust methodology developed in this research can be applied to any corridor to understand the combined TSP and BRT effects on traffic performance. Presenting the results in an organized fashion like this can be helpful in decision making. This research investigated the effects of BRT along I-Drive corridor (before and after conditions) at the intersection level. Intersection analysis demonstrated based on real life data for the before and after the construction of BRT using the Highway Capacity SoftwareTM (HCS2010) that was built based on the Highway Capacity Manual (HCM 2010) procedures for urban streets and signalized intersections. The performance measure used in this analysis is the level of service (LOS) criteria which depends on the control delay (seconds per vehicle) for each approach and for the entire intersection. The results show that implementing BRT did not change the LOS. However, the control delay has improved at most of the intersections' approaches. The majority of intersections operated with an overall LOS "C" or better except for Kirkman Road intersection (T2) with LOS "E" because it has the highest traffic volumes before and after BRT construction.This research also used regression analysis to observe the effect of the tested scenarios analyzed in VISSIM software compared to the No TSP (-) No BRT base model for all vehicles and for buses only. The developed regression model can predict the effect of each scenario on each studied Measures of Performance (MOE). Minitab statistical software was used to conduct this multiple regression analysis. The developed models with real life data input are able to predict how proposed enhancements change the studied MOEs. The BRT models presented in this research can be used for further sensitivity analysis on a larger regional network in the upcoming regional expansion of the transit system in Central Florida. Since this research demonstrated the operational functionality and effectiveness of BRT and TSP systems in this critical corridor in Central Florida, these systems' accomplishments can be expanded throughout the state of Florida to provide greater benefits to transit passengers. Furthermore, to demonstrate the methodology developed in this research, it is applied to a test corridor along International Drive (I-Drive) in Orlando, Florida. This corridor is key for regional economic prosperity of Central Florida and the novel approach developed in this dissertation can be expanded to other transit systems.
Show less - Date Issued
- 2015
- Identifier
- CFE0005918, ucf:50848
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0005918
- Title
- Sustainability Assessment of a Municipal Utility Complex: a System of Systems Approach.
- Creator
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Fahmy, Tarek, Oloufa, Amr, Tatari, Omer, Al-Deek, Haitham, Kincaid, John, University of Central Florida
- Abstract / Description
-
Construction of municipal utility complexes has to support continuing population growth, economic development, and a widespread of social interest in environmental preservation. Municipalities face challenges in designing, constructing, and operating environmentally sustainable utility complexes, and their primary goal in developing such a complex is to minimize the environmental impact resulting from energy production and waste treatment (both liquid and solid), management, and disposal....
Show moreConstruction of municipal utility complexes has to support continuing population growth, economic development, and a widespread of social interest in environmental preservation. Municipalities face challenges in designing, constructing, and operating environmentally sustainable utility complexes, and their primary goal in developing such a complex is to minimize the environmental impact resulting from energy production and waste treatment (both liquid and solid), management, and disposal. However, decision and policy makers lack a system of systems approach that takes into account multiple interdependent systems comprised of the functional system (infrastructure, facilities, operations within the complex), the economic system, the social/cultural system, and the environmental system (environmental impact on air, water, soil). This research proposes a decision support system (DSS) with a new methodology using Vensim software and system dynamics methodology to assess the sustainability of a municipal utility complex system. This DSS incorporates 1) multiple interdependent systems, 2) multiple sustainability/performance indices, and 3) composite sustainability index. Engineers, managers, and researchers should benefit from a system of systems perspective, and from the application of a sustainability assessment method that is developed to provide an environmentally-conscious design, construction and management. Although a municipal utility complex is built with synergistic opportunities for integration of processes of a wastewater treatment plant, a resource recovery facility (aka waste-to-energy (WTE) or incineration facility), a material recycling facility (MRF), and a landfill; engineers tend to use the traditional sustainability assessment methods only to assess the life cycle (LCA) of each system's process over time. They might not necessarily incorporate an assessment based on system dynamics of the functional, economic, environmental, and social/cultural systems. Data from a case study is utilized in this dissertation based on the municipal utility complex in Pasco County in the western region of the State of Florida, USA.
Show less - Date Issued
- 2015
- Identifier
- CFE0005944, ucf:50809
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0005944
- Title
- Evaluating Wrong-Way Driving for Florida Interstates and Toll Road Facilities: A Risk-Based Investigation, and Countermeasure Development.
- Creator
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Rogers, John, Al-Deek, Haitham, Tatari, Omer, Eluru, Naveen, Uddin, Nizam, University of Central Florida
- Abstract / Description
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The focus of this dissertation was to examine wrong-way driving (WWD) events on Florida toll roads and Interstates. The universe of WWD data contains many sources of WWD events or incidents. Most of the previous research focused only on WWD crashes without considering other data such as WWD citations and 911 calls related to WWD incidents. While WWD citations and 911 calls data is abundant, this data has been largely overlooked in other studies. This dissertation provides a novel and holistic...
Show moreThe focus of this dissertation was to examine wrong-way driving (WWD) events on Florida toll roads and Interstates. The universe of WWD data contains many sources of WWD events or incidents. Most of the previous research focused only on WWD crashes without considering other data such as WWD citations and 911 calls related to WWD incidents. While WWD citations and 911 calls data is abundant, this data has been largely overlooked in other studies. This dissertation provides a novel and holistic approach for evaluating WWD risk, which considers other risk factors such as WWD citations and 911 calls in addition to WWD crashes.WWD crashes are rare because they are less than 3% of all crashes, which makes them difficult to predict and analyze. WWD is very dangerous especially on high-speed limited access facilities. A right way driver on the mainline has very little time to take an action and avoid a wrong-way vehicle since the combined approach speed rates of both vehicles is very high. There is an average of 300 to 400 fatalities every year in the United States due to WWD crashes. There were 386 fatalities in Florida due to WWD crashes from 2007(-)2011; this ranked Florida third in terms of total WWD fatalities.There are many causes for WWD. The majority of WWD crashes occur during late night hours, and these crashes can be attributed to intoxicated drivers, confused/elderly drivers, and suicidal drivers. However, these are not all of the causes of WWD. In order to understand WWD, it is important to look beyond crash events. This research focused on two major toll road networks in Florida, which were the Central Florida Expressway (CFX) and the Florida Turnpike Enterprise (FTE). Overall, WWD crashes on the FTE system accounted for around 0.45% of all crashes, but accounted for 1.5% of fatal crashes. WWD on FTE shows that 15.2% of these crashes are usually fatal compared to only 2% of all WWD rural freeway crashes are fatal and only 0.7% of urban freeway crashes are fatal. In the citation data, not all wrong way drivers were issued citations. 15% of the WWD citations in the FTE dataset resulted in a crash. While analyzing the citation events, it has been found that they commonly do not result in crashes. However, the mere fact that a driver gets a wrong way driving citation, because he or she failed to correct his driving action before a police officer arrives at the scene, is by itself a risky behavior. The WWD Traffic Management Center (TMC) SunGuide data was explored in depth for the FTE system. 55% of the SunGuide events were never found, 11% were pulled over by Law Enforcement Officers (LEO), and 8% of the events resulted in crashes. 19% of the events were false calls. In 3% of the events, drivers corrected their WW action without an incident or crash. Understanding the relationships between non-crash WWD events (WWD citations and 911 calls) and WWD crash events is essential. The interaction between crash events and non-crash events was explored using six different models developed in this dissertation. Weighted crash risk values, which use all three types of WWD events (crashes, citations, and 911 calls), were created using the developed models from this research and were applied to rank locations in priority for enhanced WWD countermeasures. Model 1, a generalized linear model referred to as GLM 1, was developed from Florida statewide WWD data on limited access routes. GLM 1 was built using a Poisson's function. Non-crash events (citations and 911 events) were modeled to predict WWD crash events while leveraging the statewide count data that was broken down by hour of the day. The results of GLM 1 showed that Broward and Miami-Dade Counties are some of the hottest counties in Florida for WWD, and SR 821 located in these two counties is one of the hottest routes for WWD in Florida. SR 821 ranked highest in terms of WWD crash risk using a statewide developed model in this dissertation. Model 2, which was another generalized linear model (referred to as GLM 2), used an additional time variable to square the hour difference from noon. The form of GLM 2 was similar to GLM 1, but the results of GLM 1 were a little stronger than GLM 2. Another model using Artificial Neural Network (ANN) was developed and compared to GLM 2. It was found that ANN provided a stronger fit of WWD crash predictions compared to GLM 1 and GLM 2. However, when the ANN was used with other non-crash events to produce a crash prediction values outside of its original data set, the ANN model was not very useful for this application because of ANN's nature to overfit its original data set.Model 3, noted as GLM 3, used yearly non-crash data in South Florida to predict an entire route WWD crashes annually. Model 4, also noted as GLM 4, was one of the most useful models created from this body of work and used the same South Florida network as GLM 3. Using non-crash events and route characteristics such as geometric design configurations and traffic volumes at interchanges within the segment, GLM 4 predicts WWD crashes within 7- interchange route segments over a 4 year time period. GLM 4 used a method to aggregate the 7-interchange route segments, which leveraged more data points by overlapping segments to provide a larger data set of WWD crashes. The predicted WWD crashes from GLM 4 were added to the actual WWD crashes to produce a 7-interchange crash risk value. Using this WWD risk assessment method allows for the inclusion of more than just WWD crashes when evaluating and prioritizing sites for implementation of WWD countermeasures. In addition, using segments/corridors to target countermeasures is a smart approach for combating the WWD problem because in many instances, it is difficult to know where the WWD event first started or got initiated, and some of the WW drivers can travel considerable distances before they are either apprehended by law enforcement or end up crashing with the oncoming traffic. Similar to GLM 4, GLM 5 was another route segment model developed using WWD data collected for the Central Florida region's limited access network. The developed GLM 5 used 5-interchange segments to predict crash risk. Both GLM 4 and GLM 5 models were microscopic in the sense that they prioritize candidate interchanges for implementation of WWD countermeasures.In order to go beyond the minimal standards for combating WW, Florida toll road agencies are testing enhanced/flashing (")Wrong Way(") signs at exit ramps. These flashing devices add more emphasis to the existing (")Wrong Way(") signs (and or other traffic control devices) at the exit ramps. The CFX's application of the Rectangular Rapid Flashing Beacon (RRFB) for (")Wrong Way(") signs is an entirely new concept that was applied in Central Florida for the first time. The FTE's application of the MUTCD approved Blinker Sign for (")Wrong Way(") has been used in other states such as Texas. These countermeasures were examined and briefly studied during their test pilot phases. Partial results are documented in this dissertation but continuous observations and data collection at the pilot test sites and potential expansions of these sites in South and Central Florida (and other parts of the state) are needed for complete and comprehensive evaluation of the effectiveness of these new technologies.The FTE SunGuide TMC WWD event durations were collected for the nearest known interchange from the SunGuide reports. This information was compiled for the entire FTE system of interchanges. These SunGuide WWD event durations show the time spent by the FTE operators while actively combating and responding to various WWD events (never found events, pulled over events, and crashes). A method using the actual time spent responding to WWD, and the estimated duration of response (prior to the introduction of SunGuide) to crashes, citations, and 911 calls was developed to rank the interchanges in order of highest durations to lowest. The method developed in this dissertation showed the top percentiles in terms of durations (in minutes), and was used to cross check with the risk ranking of the WWD risk segment models GLM 4 and GLM 5. However, the SunGuide durations method is unique and robust because it weighs in individual interchanges using one common metric of WWD; i.e., total durations of response to the event at each interchange in the FTE system.Engineered countermeasures are important but these countermeasures are only effective if wrong-way drivers understand what they indicate. The Florida driver WWD survey implemented for this research showed that more than half of the respondents did not understand the meanings of the DO NOT ENTER symbol (only 44% of respondents were correct), and only 49% of respondents understood what wrong-way pavement arrows correctly mean. Over 70% of the 900 random respondents surveyed indicate their preference to RRFBs over the BlinkLink Signs. This is important to consider when expanding the implementation of countermeasures to other sites on the FTE system. The implementation of enhanced Intelligent Transportation System (ITS) countermeasure devices shows that Florida toll road agencies are working effectively towards reducing and correcting WWD events on their toll roads' networks. Reducing the risk of WWD crashes and non-crash events in general contributes significantly to the important goal of saving lives and money.
Show less - Date Issued
- 2016
- Identifier
- CFE0006544, ucf:51322
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0006544
- Title
- Life Cycle Sustainability Assessment Framework for the U.S. Built Environment.
- Creator
-
Kucukvar, Murat, Tatari, Mehmet, Oloufa, Amr, Behzadan, Amir, Al-Deek, Haitham, Pazour, Jennifer, University of Central Florida
- Abstract / Description
-
The overall goals of this dissertation are to investigate the sustainability of the built environment, holistically, by assessing its Triple Bottom Line (TBL): environmental, economic, and social impacts, as well as propose cost-effective, socially acceptable, and environmentally benign policies using several decision support models. This research is anticipated to transform life cycle assessment (LCA) of the built environment by using a TBL framework, integrated with economic input-output...
Show moreThe overall goals of this dissertation are to investigate the sustainability of the built environment, holistically, by assessing its Triple Bottom Line (TBL): environmental, economic, and social impacts, as well as propose cost-effective, socially acceptable, and environmentally benign policies using several decision support models. This research is anticipated to transform life cycle assessment (LCA) of the built environment by using a TBL framework, integrated with economic input-output analysis, simulation, and multi-criteria optimization tools. The major objectives of the outlined research are to (1) build a system-based TBL sustainability assessment framework for the sustainable built environment, by (a) advancing a national TBL-LCA model which is not available for the United States of America; (b) extending the integrated sustainability framework through environmental, economic, and social sustainability indicators; and (2) develop a system-based analysis toolbox for sustainable decisions including Monte Carlo simulation and multi-criteria compromise programming. When analyzing the total sustainability impacts by each U.S. construction sector, (")Residential Permanent Single and Multi-Family Structures" and "Other Non-residential Structures" are found to have the highest environmental, economic, and social impacts compared to other construction sectors. The analysis results also show that indirect suppliers of construction sectors have the largest sustainability impacts compared to on-site activities. For example, for all U.S. construction sectors, on-site construction processes are found to be responsible for less than 5 % of total water consumption, whereas about 95 % of total water use can be attributed to indirect suppliers. In addition, Scope 3 emissions are responsible for the highest carbon emissions compared to Scope 1 and 2. Therefore, using narrowly defined system boundaries by ignoring supply chain-related impacts can result in underestimation of TBL sustainability impacts of the U.S. construction industry.Residential buildings have higher shares in the most of the sustainability impact categories compared to other construction sectors. Analysis results revealed that construction phase, electricity use, and commuting played important role in much of the sustainability impact categories. Natural gas and electricity consumption accounted for 72% and 78% of the total energy consumed in the U.S. residential buildings. Also, the electricity use was the most dominant component of the environmental impacts with more than 50% of greenhouse gases emitted and energy used through all life stages. Furthermore, electricity generation was responsible for 60% of the total water withdrawal of residential buildings, which was even greater than the direct water consumption in residential buildings. In addition, construction phase had the largest share in income category with 60% of the total income generated through residential building's life cycle. Residential construction sector and its supply chain were responsible for 36% of the import, 40% of the gross operating surplus, and 50% of the gross domestic product. The most sensitive parameters were construction activities and its multiplier in most the sustainability impact categories.In addition, several emerging pavement types are analyzed using a hybrid TBL-LCA framework. Warm-mix Asphalts (WMAs) did not perform better in terms of environmental impacts compared to Hot-mix Asphalt (HMA). Asphamin(&)#174; WMA was found to have the highest environmental and socio-economic impacts compared to other pavement types. Material extractions and processing phase had the highest contribution to all environmental impact indicators that shows the importance of cleaner production strategies for pavement materials. Based on stochastic compromise programming results, in a balanced weighting situation, Sasobit(&)#174; WMA had the highest percentage of allocation (61%), while only socio-economic aspects matter, Asphamin(&)#174; WMA had the largest share (57%) among the WMA and HMA mixtures. The optimization results also supported the significance of an increased WMA use in the United States for sustainable pavement construction. Consequently, the outcomes of this dissertation will advance the state of the art in built environment sustainability research by investigating novel efficient methodologies capable of offering optimized policy recommendations by taking the TBL impacts of supply chain into account. It is expected that the results of this research would facilitate better sustainability decisions in the adoption of system-based TBL thinking in the construction field.
Show less - Date Issued
- 2013
- Identifier
- CFE0005018, ucf:50007
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0005018
- Title
- A Comparative Evaluation of FDSA,GA, and SA Non-Linear Programming Algorithms and Development of System-Optimal Dynamic Congestion Pricing Methodology on I-95 Express.
- Creator
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Graham, Don, Radwan, Ahmed, Abdel-Aty, Mohamed, Al-Deek, Haitham, Uddin, Nizam, University of Central Florida
- Abstract / Description
-
As urban population across the globe increases, the demand for adequatetransportation grows. Several strategies have been suggested as a solution to the congestion which results from this high demand outpacing the existing supply of transportation facilities.High (-)Occupancy Toll (HOT) lanes have become increasingly more popular as a feature on today's highway system. The I-95 Express HOT lane in Miami Florida, which is currently being expanded from a single Phase (Phase I) into two Phases,...
Show moreAs urban population across the globe increases, the demand for adequatetransportation grows. Several strategies have been suggested as a solution to the congestion which results from this high demand outpacing the existing supply of transportation facilities.High (-)Occupancy Toll (HOT) lanes have become increasingly more popular as a feature on today's highway system. The I-95 Express HOT lane in Miami Florida, which is currently being expanded from a single Phase (Phase I) into two Phases, is one such HOT facility. With the growing abundance of such facilities comes the need for in- depth study of demand patterns and development of an appropriate pricing scheme which reduces congestion.This research develops a method for dynamic pricing on the I-95 HOT facility such as to minimize total travel time and reduce congestion. We apply non-linear programming (NLP) techniques and the finite difference stochastic approximation (FDSA), genetic algorithm (GA) and simulated annealing (SA) stochastic algorithms to formulate and solve the problem within a cell transmission framework. The solution produced is the optimal flow and optimal toll required to minimize total travel time and thus is the system-optimal solution.We perform a comparative evaluation of FDSA, GA and SA non-linear programmingalgorithms used to solve the NLP and the ANOVA results show that there are differences in the performance of the NLP algorithms in solving this problem and reducing travel time. We then conclude by demonstrating that econometric forecasting methods utilizing vector autoregressive (VAR) techniques can be applied to successfully forecast demand for Phase 2 of the 95 Express which is planned for 2014.
Show less - Date Issued
- 2013
- Identifier
- CFE0005000, ucf:50019
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0005000
- Title
- A New Multidimensional Psycho-Physical Framework for Modeling Car-Following in a Freeway Work Zone.
- Creator
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Lochrane, Taylor, Al-Deek, Haitham, Radwan, Essam, Oloufa, Amr, Harb, Rami, Uddin, Nizam, University of Central Florida
- Abstract / Description
-
As the United States continues to build and repair the ageing highway infrastructure, the bearing of freeway work zones will continue to impact the capacity. To predict the capacity of a freeway work zone, there are several tools available for engineers to evaluate these work zones but only microsimulation has the ability to simulate the driver behavior. One of the limitations of current car-following models is that they only account for one overall behavioral condition. This dissertation...
Show moreAs the United States continues to build and repair the ageing highway infrastructure, the bearing of freeway work zones will continue to impact the capacity. To predict the capacity of a freeway work zone, there are several tools available for engineers to evaluate these work zones but only microsimulation has the ability to simulate the driver behavior. One of the limitations of current car-following models is that they only account for one overall behavioral condition. This dissertation hypothesizes that drivers change their driving behavior as they drive through a freeway work zone compared to normal freeway conditions which has the potential to impact traffic operations and capacity of work zones. Psycho-physical car-following models are widely used in practice for simulating car-following. However, current simulation models may not fully capture car-following driver behavior specific to freeway work zones. This dissertation presents a new multidimensional psycho-physical framework for modeling car-following based on statistical evaluation of work zone and non-work zone driver behavior. This new framework is close in character to the Wiedemann model used in popular traffic simulation software such as VISSIM. This dissertation used two methodologies for collecting data: (1) a questionnaire to collect demographics and work zone behavior data and (2) a real-time vehicle data from a field experiment involving human participants. It is hypothesized that the parameters needed to calibrate the multidimensional framework for work zone driver behavior can be derived statistically by using data collected from runs of an Instrumented Research Vehicle (IRV) in a Living Laboratory (LL) along a roadway. The design of this LL included the development of an Instrumented Research Vehicle (IRV) to capture the natural car-following response of a driver when entering and passing through a freeway work zone. The development of a Connected Mobile Traffic Sensing (CMTS) system, which included state-of-the-art ITS technologies, supports the LL environment by providing the connectivity, interoperability and data processing of the natural, real-life setting. The IRV and CMTS system are tools designed to support the concept of a LL which facilitates the experimental environment to capture and calibrate natural driver behavior. The objective is to have these participants drive the instrumented vehicle and collect the relative distance and the relative velocity between the instrumented vehicle and the vehicle in the front of the instrumented vehicle. A Phase I pilot test was conducted with 10 participants to evaluate the experiment and make any adjustments prior to the full Phase II driver test. The Phase II driver test recruited a group of 64 participants to drive the IRV through an LL set up along a work zone on I-95 near Washington D.C. in order to validate this hypothesis In this dissertation, a new framework was applied and it demonstrated that there are four different categories of car-following behavior models each with different parameter distributions. The four categories are divided by traffic condition (congested vs. uncongested) and by roadway condition (work zone vs. non-work zone). The calibrated threshold values are presented for each of these four categories. By applying this new multidimensional framework, modeling of car-following behavior can enhance vehicle behavior in microsimulation modeling.This dissertation also explored driver behavior through combining vehicle data and survey techniques to augment the model calibrations to improve the understanding of car-following behavior in freeway work zones. The results identify a set of survey questions that can potentially guide the selection of parameters for car-fallowing models. The findings presented in this dissertation can be used to improve the performance of driver behavior models specific to work zones. This in return will more acutely forecast the impact a work zone design has on capacity during congestion.
Show less - Date Issued
- 2014
- Identifier
- CFE0005521, ucf:50326
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0005521
- Title
- Applications of Transit Signal Priority Technology for Transit Service.
- Creator
-
Consoli, Frank, Al-Deek, Haitham, Oloufa, Amr, Tatari, Omer, Uddin, Nizam, University of Central Florida
- Abstract / Description
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This research demonstrated the effectiveness of Transit Signal Priority (TSP) in improving bus corridor travel time in a simulated environment using real world data. TSP is a technology that provides preferential treatment to buses at signalized intersections. By considering different scenarios of activating bus signal priority when a bus is 3 or 5 minutes behind schedule, it was demonstrated that bus travel times improved significantly while there is little effect on delays for crossing...
Show moreThis research demonstrated the effectiveness of Transit Signal Priority (TSP) in improving bus corridor travel time in a simulated environment using real world data. TSP is a technology that provides preferential treatment to buses at signalized intersections. By considering different scenarios of activating bus signal priority when a bus is 3 or 5 minutes behind schedule, it was demonstrated that bus travel times improved significantly while there is little effect on delays for crossing street traffic. The case of providing signal priority for buses unconditionally resulted in significant crossing street delays for some signalized intersections with only minor improvement to bus travel time over both scenarios of Conditional priority.Evaluation was conducted by using micro-simulation and statistical analysis to compare Unconditional and Conditional TSP with the No TSP scenario. This evaluation looked at performance metrics (for buses and all vehicles) including average speed profiles, average travel times, average number of stops, and crossing street delay. Different Conditional TSP scenarios of activating TSP when a bus is 3 or 5 minutes behind schedule were considered. The simulation demonstrated that Conditional TSP significantly improved bus travel times with little effect on crossing street delays. The results also showed that utilizing TSP technology reduced the environmental emissions in the I-Drive corridor. Furthermore, field data was used to calculate actual passenger travel time savings and benefit cost ratio (7.92) that resulted from implementing conditional TSP. Conditional TSP 3 minutes behind schedule was determined to be the most beneficial and practical TSP scenario for real world implementation at both the corridor and regional levels.
Show less - Date Issued
- 2014
- Identifier
- CFE0005474, ucf:50343
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0005474
- Title
- Multi-Level Safety Performance Functions for High Speed Facilities.
- Creator
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Ahmed, Mohamed, Abdel-Aty, Mohamed, Radwan, Ahmed, Al-Deek, Haitham, Mackie, Kevin, Pande, Anurag, Uddin, Nizam, University of Central Florida
- Abstract / Description
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High speed facilities are considered the backbone of any successful transportation system; Interstates, freeways, and expressways carry the majority of daily trips on the transportation network. Although these types of roads are relatively considered the safest among other types of roads, they still experience many crashes, many of which are severe, which not only affect human lives but also can have tremendous economical and social impacts. These facts signify the necessity of enhancing the...
Show moreHigh speed facilities are considered the backbone of any successful transportation system; Interstates, freeways, and expressways carry the majority of daily trips on the transportation network. Although these types of roads are relatively considered the safest among other types of roads, they still experience many crashes, many of which are severe, which not only affect human lives but also can have tremendous economical and social impacts. These facts signify the necessity of enhancing the safety of these high speed facilities to ensure better and efficient operation. Safety problems could be assessed through several approaches that can help in mitigating the crash risk on long and short term basis. Therefore, the main focus of the research in this dissertation is to provide a framework of risk assessment to promote safety and enhance mobility on freeways and expressways. Multi-level Safety Performance Functions (SPFs) were developed at the aggregate level using historical crash data and the corresponding exposure and risk factors to identify and rank sites with promise (hot-spots). Additionally, SPFs were developed at the disaggregate level utilizing real-time weather data collected from meteorological stations located at the freeway section as well as traffic flow parameters collected from different detection systems such as Automatic Vehicle Identification (AVI) and Remote Traffic Microwave Sensors (RTMS). These disaggregate SPFs can identify real-time risks due to turbulent traffic conditions and their interactions with other risk factors.In this study, two main datasets were obtained from two different regions. Those datasets comprise historical crash data, roadway geometrical characteristics, aggregate weather and traffic parameters as well as real-time weather and traffic data.At the aggregate level, Bayesian hierarchical models with spatial and random effects were compared to Poisson models to examine the safety effects of roadway geometrics on crash occurrence along freeway sections that feature mountainous terrain and adverse weather. At the disaggregate level; a main framework of a proactive safety management system using traffic data collected from AVI and RTMS, real-time weather and geometrical characteristics was provided. Different statistical techniques were implemented. These techniques ranged from classical frequentist classification approaches to explain the relationship between an event (crash) occurring at a given time and a set of risk factors in real time to other more advanced models. Bayesian statistics with updating approach to update beliefs about the behavior of the parameter with prior knowledge in order to achieve more reliable estimation was implemented. Also a relatively recent and promising Machine Learning technique (Stochastic Gradient Boosting) was utilized to calibrate several models utilizing different datasets collected from mixed detection systems as well as real-time meteorological stations. The results from this study suggest that both levels of analyses are important, the aggregate level helps in providing good understanding of different safety problems, and developing policies and countermeasures to reduce the number of crashes in total. At the disaggregate level, real-time safety functions help toward more proactive traffic management system that will not only enhance the performance of the high speed facilities and the whole traffic network but also provide safer mobility for people and goods. In general, the proposed multi-level analyses are useful in providing roadway authorities with detailed information on where countermeasures must be implemented and when resources should be devoted. The study also proves that traffic data collected from different detection systems could be a useful asset that should be utilized appropriately not only to alleviate traffic congestion but also to mitigate increased safety risks. The overall proposed framework can maximize the benefit of the existing archived data for freeway authorities as well as for road users.
Show less - Date Issued
- 2012
- Identifier
- CFE0004508, ucf:49274
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0004508
- Title
- Microscopic Assessment of Transportation Emissions on Limited Access Highways.
- Creator
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Abou-Senna, Hatem, Radwan, Ahmed, Abdel-Aty, Mohamed, Al-Deek, Haitham, Cooper, Charles, Johnson, Mark, University of Central Florida
- Abstract / Description
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On-road vehicles are a major source of transportation carbon dioxide (CO2) greenhouse gas emissions in all the developed countries, and in many of the developing countries in the world. Similarly, several criteria air pollutants are associated with transportation, e.g., carbon monoxide (CO), nitrogen oxides (NOx), and particulate matter (PM). The need to accurately quantify transportation-related emissions from vehicles is essential. Transportation agencies and researchers in the past have...
Show moreOn-road vehicles are a major source of transportation carbon dioxide (CO2) greenhouse gas emissions in all the developed countries, and in many of the developing countries in the world. Similarly, several criteria air pollutants are associated with transportation, e.g., carbon monoxide (CO), nitrogen oxides (NOx), and particulate matter (PM). The need to accurately quantify transportation-related emissions from vehicles is essential. Transportation agencies and researchers in the past have estimated emissions using one average speed and volume on a long stretch of roadway. With MOVES, there is an opportunity for higher precision and accuracy. Integrating a microscopic traffic simulation model (such as VISSIM) with MOVES allows one to obtain precise and accurate emissions estimates. The new United States Environmental Protection Agency (USEPA) mobile source emissions model, MOVES2010a (MOVES) can estimate vehicle emissions on a second-by-second basis creating the opportunity to develop new software (")VIMIS 1.0(") (VISSIM/MOVES Integration Software) to facilitate the integration process. This research presents a microscopic examination of five key transportation parameters (traffic volume, speed, truck percentage, road grade and temperature) on a 10-mile stretch of Interstate 4 (I-4) test bed prototype; an urban limited access highway corridor in Orlando, Florida. The analysis was conducted utilizing VIMIS 1.0 and using an advanced custom design technique; D-Optimality and I-Optimality criteria, to identify active factors and to ensure precision in estimating the regression coefficients as well as the response variable.The analysis of the experiment identified the optimal settings of the key factors and resulted in the development of Micro-TEM (Microscopic Transportation Emissions Meta-Model). The main purpose of Micro-TEM is to serve as a substitute model for predicting transportation emissions on limited access highways to an acceptable degree of accuracy in lieu of running simulations using a traffic model and integrating the results in an emissions model. Furthermore, significant emission rate reductions were observed from the experiment on the modeled corridor especially for speeds between 55 and 60 mph while maintaining up to 80% and 90% of the freeway's capacity. However, vehicle activity characterization in terms of speed was shown to have a significant impact on the emission estimation approach.Four different approaches were further examined to capture the environmental impacts of vehicular operations on the modeled test bed prototype. First, (at the most basic level), emissions were estimated for the entire 10-mile section (")by hand(") using one average traffic volume and average speed. Then, three advanced levels of detail were studied using VISSIM/MOVES to analyze smaller links: average speeds and volumes (AVG), second-by-second link driving schedules (LDS), and second-by-second operating mode distributions (OPMODE). This research analyzed how the various approaches affect predicted emissions of CO, NOx, PM and CO2. The results demonstrated that obtaining accurate and comprehensive operating mode distributions on a second-by-second basis improves emission estimates. Specifically, emission rates were found to be highly sensitive to stop-and-go traffic and the associated driving cycles of acceleration, deceleration, frequent braking/coasting and idling. Using the AVG or LDS approach may overestimate or underestimate emissions, respectively, compared to an operating mode distribution approach.Additionally, model applications and mitigation scenarios were examined on the modeled corridor to evaluate the environmental impacts in terms of vehicular emissions and at the same time validate the developed model (")Micro-TEM("). Mitigation scenarios included the future implementation of managed lanes (ML) along with the general use lanes (GUL) on the I-4 corridor, the currently implemented variable speed limits (VSL) scenario as well as a hypothetical restricted truck lane (RTL) scenario. Results of the mitigation scenarios showed an overall speed improvement on the corridor which resulted in overall reduction in emissions and emission rates when compared to the existing condition (EX) scenario and specifically on link by link basis for the RTL scenario.The proposed emission rate estimation process also can be extended to gridded emissions for ozone modeling, or to localized air quality dispersion modeling, where temporal and spatial resolution of emissions is essential to predict the concentration of pollutants near roadways.
Show less - Date Issued
- 2012
- Identifier
- CFE0004777, ucf:49788
- Format
- Document (PDF)
- PURL
- http://purl.flvc.org/ucf/fd/CFE0004777
