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departmentresearch group programmeprojectcoordinates)uuid:67c3e294-0bbd-488f-933e-dcd79230e616Dhttp://resolver.tudelft.nl/uuid:67c3e294-0bbd-488f-933e-dcd79230e616"Traffic flow modeling: A GenealogyMVan Wageningen-Kessels, F.L.M.; Hoogendoorn, S.P.; Vuik, C.; Van Lint, J.W.C.80 years ago, Bruce Greenshields presented the first traffic flow model at the Annual Meeting of the Highway Research Board. Since then, many models and simulation tools have been developed. We show a model tree with four families of traffic flow models, all descending from Greenshields' model. The tree shows the historical development of traffic flow modeling and the relations between models. Based on the tree we discuss the main trends and future developments in traffic flow modeling and simulation.en
lecture notes!Civil Engineering and GeosciencesTransport and Planning)uuid:d8741613-4cd4-41e3-a4f5-ce127f92704bDhttp://resolver.tudelft.nl/uuid:d8741613-4cd4-41e3-a4f5-ce127f92704b7Extension of Edie's Definitions for Pedestrian Dynamics=Van Wageningen-Kessels, F.L.M.; Hoogendoorn, S.P.; Daamen, W.Consistent definitions of important variables in pedestrian flow dynamics are proposed. They are based on the definition of similar variables for road traffic flow from the 1960's by Edie. The definitions are extended to include multi-class flows where pedestrians move in different directions or have different characteristics. The new definitions provide a foundation of already existing crowd flow models and support their further development and the development of better observation methods.8pedestrian flow; crowd dynamics; observations; modellingjournal articleElsevierTransport & Planning)uuid:e9b96b41-5495-40ca-9b24-f73e0a0488f3Dhttp://resolver.tudelft.nl/uuid:e9b96b41-5495-40ca-9b24-f73e0a0488f3jNew generic multiclass kinematic wave traffic flow model: Model development and analysis of its propertiesMVan Wageningen-Kessels, F.L.M.; Van Lint, J.W.C.; Hoogendoorn, S.P.; Vuik, C.gWe propose and analyze a generic multi-class kinematic wave traffic flow model: Fastlane. The model takes into account heterogeneity among driver-vehicle units with respect to speed and space occupancy: long vehicles with large headways (e.g. trucks) take more space than short vehicles with short headways (e.g. passenger cars). Moreover, and this is what makes the model unique, this effect is larger when the traffic volume is higher. This state dependent space occupancy is reflected in dynamic passenger car equivalent values. The resulting model is shown to satisfy important requirements such as providing a unique solution and being anisotropic. Simulations are applied to compare Fastlane to other multiclass models. Furthermore, we show that the characteristic velocity depends on the truck share, which is one of the main consequences of our modeling approach.)uuid:baf5791e-174a-4969-a6be-6515cbb59876Dhttp://resolver.tudelft.nl/uuid:baf5791e-174a-4969-a6be-6515cbb59876Optimal crowd evacuationKHoogendoorn, S.P.; Daamen, W.; Duives, D.C.; Van Wageningen-Kessels, F.L.M.RThis paper deals with the optimal allocation of routes, destination, and departure times to members of a crowd, for instance in case of an evacuation or another hazardous situation in which the people need to leave the area as quickly as possible. The generic approach minimizes the evacuation times, considering the demand dependent waiting times at bottlenecks within the considered infrastructure. We present the mathematical optimization problem for both the optimal instructions, and the continuum model describing the pedestrian flow dynamics. The key contribution of the approach is that it solves the evacuation problem considering the entire solution space in a continuous manner (i.e. both the time dimension and the routing), implying that for each location and for each time instant the < optimal path towards the most favorable exit is calculated, taking into consideration the traffic flow operations along the routes. The approach is generic in the sense that different network loading models can be used, and that a variety of components can be added to the optimization objective without loss of generality. Next to presenting the framework and the mathematical model, we propose an iterative numerical solver to compute the optimal instructions. We demonstrate the abilities and opportunities of this optimization framework with two case studies.conference paperTRB)uuid:9d17ae8a-c42e-42e8-b181-52c8a31d139eDhttp://resolver.tudelft.nl/uuid:9d17ae8a-c42e-42e8-b181-52c8a31d139e[The two-dimensional Godunov scheme and what it means for macroscopic pedestrian flow models=Van Wageningen-Kessels, F.L.M.; Daamen, W.; Hoogendoorn, S.P.An efficient simulation method for two-dimensional continuum pedestrian flow models is introduced. It is a two-dimensional and multi-class extension of the Go-dunov scheme for one-dimensional road traffic flow models introduced in the mid 1990 s. The method can be applied to continuum pedestrian flow models in a wide range of applications from the design of train stations and other travel hubs to the study of crowd behaviour and safety at religious and cultural events. The combination of the efficient simulation method with continuum models enables the user to get simulation results much quicker than before. This opens doors to real time crowd control and to more advanced optimisation of planning and control.Technical University of Denmark)uuid:a1f71e3a-58f2-4e21-b562-e326f63c5604Dhttp://resolver.tudelft.nl/uuid:a1f71e3a-58f2-4e21-b562-e326f63c5604JAccuracy of pedestrian and traffic flow models: Meaningful quantificationsTransportation Research Board)uuid:062de501-08d9-416b-a3df-a7b878c9ccffDhttp://resolver.tudelft.nl/uuid:062de501-08d9-416b-a3df-a7b878c9ccff"Traffic flow modeling: A genealogy)uuid:6f54b309-51d1-453d-ab38-65f927722ed5Dhttp://resolver.tudelft.nl/uuid:6f54b309-51d1-453d-ab38-65f927722ed5/Assessment of multi class kinematic wave modelsMVan Wageningen-Kessels, F.L.M.; Van Lint, J.W.C.; Vuik, C.; Hoogendoorn, S.P.JIn the last decade many multi class kinematic wave (MCKW) traffic ow models have been proposed. MCKW models introduce heterogeneity among vehicles and drivers. For example, they take into account differences in (maximum) velocities and driving style. Nevertheless, the models are macroscopic and the ow is modeled as a continuum flow, without tracing individual vehicles. The first MCKW models were simple extensions of the mixed class kinematic wave model [1, 2]. For example, Wong and Wong introduced a kinematic wave model with unequal velocities for all classes [3]. More recent MCKW models take into account that some vehicle classes use more road space per vehicle than others and that this space occupancy may change if the velocity changes [4, 5, 6, 7]. Recently, frameworks were proposed to assess fundamental relations [8] and to assess car following traffic ow models [9, 10]. Some important properties of MCKW models have been analyzed before [3, 4, 5, 11, 12, 13], but no consistent assessment framework has been developed yet. Our main contribution is the introduction of a framework for the assessment of MCKW models. It is applied to analyze whether MCKW models have certain important properties. The framework consists of a set of requirements (see Section 2) and a generalized MCKW model (see Section 3). In the full paper we show that all MCKW models known from literature fit in the generalized model. In Section 4 we apply the framework and assess all MCKW models. We conclude that only few models have all desirable properties. Finally, in Section 5 we give an outlook for the full paper.EPFL)uuid:be528909-afaf-4164-abf3-a8610661b329Dhttp://resolver.tudelft.nl/uuid:be528909-afaf-4164-abf3-a8610661b329JFastlane: Traffic flow modeling and multi-class dynamic traffic management\Schreiter, T.; Van Wageningen-Kessels, F.L.M.; Yuan, Y.; Van Lint, J.W.C.; Hoogendoorn, S.P.Dyn<amic Traffic Management (DTM) aims to improve traffic conditions. DTM usually consists of two steps: first the current traffic is estimated, then appropriate control actions are determined based on that estimate. In order to estimate and control the traffic, a suitable traffic flow model that reproduces the properties of traffic well must be used. One of the most important properties is that traffic is composed of multiple vehicle classes. While many traffic flow models have been proposed and applied in DTM, most of them do not capture the dynamics of multiple vehicle classes. In this paper, we propose a multi-class traffic flow model, Fastlane, that reproduces the dynamics and interactions of different vehicle classes. It is especially well-suited for short term multi-class traffic control on freeways. We show three applications of Fastlane: traffic state estimation, traffic state prediction and pro-active control.Ytraffic flow; multi-class; traffic management; state estimation; model-predictive controlTRAIL Research School)uuid:31ca3f8e-64b4-40f9-b136-db52ceff2b2cDhttp://resolver.tudelft.nl/uuid:31ca3f8e-64b4-40f9-b136-db52ceff2b2cBounded acceleration capacity drop in a Lagrangian formulation of the kinematic wave model with vehicle characteristics and unconstrained overtakingXCalvert, S.C.; Snelder, M.; Taale, H.; Van Wageningen-Kessels, F.L.M.; Hoogendoorn, S.P.In this contribution a model-based analysis of the application of bounded acceleration in traffic flow is considered as a cause for the capacity drop. This is performed in a Lagrangian formulation of the kinematic wave model with general vehicle specific characteristics. Unconstrained overtaking is presumed, which allows a demonstration to be given of the influence that constraints in traffic flow may have on the capacity drop. An experimental case demonstrates that bounded acceleration in traffic flow with unconstrained overtaking has very limited effect on the capacity drop. This implies that the capacity drop when incurred through bounded acceleration must make use of (semi-)constrained traffic flow, in which variety in vehicle acceleration ability may also be required to increase inhomogeneity. This is an important conclusion as it further defines the conditions required for capacity drop. The application of a Lagrangian formulation with advection invariant combined with bounded acceleration is also novel. The contribution further shows that the application of bounded acceleration in the presented model is feasible, although adjustments are required to capture the capacity drop through bounded acceleration.xraffic modelling; capacity drop; bounded acceleration; kinematic wave model; Lagrangian coordinates; invariant advectionIEEE)uuid:27b3bf4f-af1c-4003-9a34-a020edbb1ab0Dhttp://resolver.tudelft.nl/uuid:27b3bf4f-af1c-4003-9a34-a020edbb1ab0mA new generic multi-class kinematic wave traffic flow model: Model development and analysis of its propertieshWe propose and analyze a generic multi-class kinematic wave traffic flow model: Fastlane. The model takes into account heterogeneity among driver-vehicle units with respect to speed and space occupancy: long vehicles with large headways (e.g. trucks) take more space than short vehicles with short headways (e.g. passenger cars). Moreover, and this is what makes the model unique, this effect is larger when the traffic volume is higher. This state dependent space occupancy is reflected in dynamic passenger car equivalent values. The resulting model is shown to satisfy important requirements such as providing a unique solution and being anisotropic. Simulations are applied to compare Fastlane to other multi-class models. Furthermore, we show that the characteristic velocity depends on the truck share, which is one of the main consequences of our modeling approach.
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