"uuid","repository link","title","author","contributor","publication year","abstract","subject topic","language","publication type","publisher","isbn","issn","patent","patent status","bibliographic note","access restriction","embargo date","faculty","department","research group","programme","project","coordinates"
"uuid:827b99c0-a7cf-4280-ba3b-0a1f6a7dc1ff","http://resolver.tudelft.nl/uuid:827b99c0-a7cf-4280-ba3b-0a1f6a7dc1ff","Improving Traffic Efficiency With Lane Guidance Based on Desired Speeds","Mahajan, N. (TU Delft Transport and Planning); Hegyi, A. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning)","","2024","Drivers initiate a discretionary lane change when they perceive an anticipated improvement in their own driving condition from moving to another lane. However, such a lane change can slow down other vehicles on the target lane, and even worse initiate a disturbance. In this work, we argue that the blocking effect triggered by individual lane changes results from the heterogeneity in the desired speeds of vehicles, and thus using desired speed information of vehicles when regulating lane-changing decisions can improve traffic efficiency. In doing so, our work also exemplifies the usefulness of incorporating user preferences into control decisions. The proposed lane guidance system uses an optimization-based approach to update the target range of desired speeds on each lane in real time, and accordingly recommends individual lane changes. The control system coordinates the lane-changing decisions at the link level, for which the road stretch is subdivided into multiple sections that are controlled independently. We evaluate the performance of the lane guidance system in micro-simulation, for different network demands and desired speed distributions. The results highlight that the proposed approach utilizing the desired speed preferences of drivers results in positive efficiency gains for most traffic compositions in free flow. Moreover, the highest gains are expected in medium to high demand, and when the traffic composition includes a higher proportion of vehicles desiring higher speeds. The gains also increase when the desired speeds of vehicles that want to drive fast and those that want to drive slower are more separated.","cooperative lane-changing; desired speeds; Lane guidance; Merging; Optimization; Real-time systems; Roads; Traffic control; traffic efficiency; user preferences in traffic control; Vehicle dynamics; Vehicles","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:25da3d79-5699-4535-a88c-a9270c8903d1","http://resolver.tudelft.nl/uuid:25da3d79-5699-4535-a88c-a9270c8903d1","Understanding physical distancing compliance behaviour using proximity and survey data: A case study in the Netherlands during the COVID-19 pandemic","van Schaik, L. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Hoogendoorn-Lanser, S. (TU Delft Corporate Innovations); Hoekstra, Jan Willem (NME Foundation; ROC Mondriaan); Daamen, W. (TU Delft Transport and Planning); Gavriilidou, A. (TU Delft Transport and Planning); Krishnakumari, P.K. (TU Delft Transport and Planning); Rinaldi, M. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2024","Physical distancing has been an important asset in limiting the SARS-CoV-2 virus spread during the COVID-19 pandemic. This study aims to assess compliance with physical distancing and to evaluate the combination of observed and self-reported data used. This research shows that it is difficult to operationalize new rules, that context affects compliance, that there needs to be a need for compliance, and that rules require upkeep. From a methodological point of view, this study found that the combined methods provide a comprehensive picture of compliance behaviour, that it is challenging but essential to mitigate response fatigue in long-term monitoring studies, and that it would be interesting in future research to learn how actual behaviour is influenced by personal narratives.","compliance behaviour; COVID-19 pandemic; longitudinal survey; physical distancing; proximity sensing; SARS-CoV-2","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:4161e45d-ecf4-4ff7-a56e-3e54874e57e8","http://resolver.tudelft.nl/uuid:4161e45d-ecf4-4ff7-a56e-3e54874e57e8","Studying the impact of lighting on the pedestrian route choice using Virtual Reality","van Beek, A.H.N. (TU Delft Transport and Planning); Feng, Y. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2024","Efficient crowd management is essential for optimizing the performance of pedestrian infrastructures, either in terms of crowd flow or pedestrian levels of safety and comfort. This study investigates the impact of one type of crowd management measure, namely lighting, on pedestrian behavior. Using Virtual Reality experiments, the impact of lighting, both the brightness level and the light color, on pedestrian route choice is studied. A virtual maze was designed, featuring 10 T-intersections, where the light conditions are varied at each T-intersection to study its impact on pedestrian route choice. Our study shows that pedestrian route choice is strongly influenced by the light color in a virtual environment. Pedestrians prefer to follow paths with green-colored lights and avoid paths with red-colored lights, irrespective of the light color on the other path. Moreover, pedestrians slightly prefer to use the path with a higher brightness level. Lastly, the results indicate that pedestrians do have a slight right-handed tendency on average, however, this effect cancels out almost completely when other guidance information is present in the scenario. Altogether, the findings suggest that lighting can impact pedestrian route choice behavior.
3 pag","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2019-09-05","","","Transport and Planning","","",""
"uuid:da400d1e-6df2-4389-bf38-fc7ba6b2d33b","http://resolver.tudelft.nl/uuid:da400d1e-6df2-4389-bf38-fc7ba6b2d33b","Risk Assessment Methodology for Vessel Traffic in Ports by Defining the Nautical Port Risk Index","Bellsola Olba, X. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Vellinga, T. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Ports represent a key element in the maritime transportation chain. Larger vessels and higher traffic volumes in ports might result in higher risks at the navigational level. Thus, the dire need for a comprehensive and efficient risk assessment method for ports is felt. Many methodologies have been proposed so far, but their application to aggregated vessel traffic risks for the overall assessment of ports is not developed yet. Hence, the development of an approach for the appraisal of the vessel traffic risks is still a challenging issue. This research aims to develop an assessment methodology to appraise the potential risk of accident occurrence in port areas at an aggregated level by creating a ‘Nautical Port Risk Index’ (NPRI). After identifying the main nautical risks in ports, the Analytic Network Process (ANP) is used to derive the risk perception (RP) weights for each criterion from data collected through surveys to expert navigators. The consequences related to each nautical risk are identified in consultation with risk experts. By combining the RP values and the consequence of each criterion for a time period, the NPRI is calculated. The risks in the Port of Rotterdam are presented in a case study, and the method has been validated by checking the results with experts in assessing nautical port risks from the Port of Rotterdam Authority. This method can be used to assess any new port design, the performance of different vessel traffic management measures, changes in the fleet composition, or existent ports using the Automatic Identification System (AIS) data.","risk assessment; risk analysis; vessel traffic; port; AIS data","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:4240dd51-c001-4272-959d-05b3505881ee","http://resolver.tudelft.nl/uuid:4240dd51-c001-4272-959d-05b3505881ee","Efficient freeway MPC by parameterization of ALINEA and a speed-limited area","van de Weg, Goof Sterk (TU Delft Transport and Planning); Hegyi, A. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); De Schutter, B.H.K. (TU Delft Delft Center for Systems and Control; TU Delft Team Bart De Schutter)","","2019","Freeway congestion can reduce the freeway throughput due to the capacity drop or due to blocking caused by spillback to upstream ramps. Research has shown that congestion can be reduced by the application of ramp metering and variable speed limits. Model predictive control is a promising strategy for the optimization of the ramp metering rates and variable speed limits to improve the freeway throughput. However, several challenges have to be addressed before it can be applied for the control of freeway traffic. This paper focuses on the challenge of reducing the computation time of MPC strategies for the integration of variable speed limits and ramp metering. This is realized via a parameterized control strategy that optimizes the upstream and downstream boundaries of a speed-limited area and the parameters of the ALINEA ramp metering strategy. Due to the parameterization, the solution space reduces substantially, leading to an improved computation time. More specifically, the number of optimization variables for the variable speed limit strategy becomes independent of the number of variable message signs, and the number of optimization variables for the ramp metering strategy becomes independent of the prediction horizon. The control strategy is evaluated with a macroscopic model of a two-lane freeway with two ON-ramps and OFF-ramps. It is shown that parameterization realizes improved throughput when compared with a non-parameterized strategy when using the same amount of computation time.","Delay effects; freeway management; Intelligent transportation systems; model predictive control; Optimization; Predictive control; ramp metering; Throughput; throughput improvement; Traffic control; Variable speed limits","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:489ce2c8-4330-442d-a141-350dbed55089","http://resolver.tudelft.nl/uuid:489ce2c8-4330-442d-a141-350dbed55089","How do drivers negotiate horizontal ramp curves in system interchanges in the Netherlands?","Farah, H. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","On interchanges there are higher probabilities of risky situations compared to uninterrupted motorway sections due to increased speed variability and higher frequency of lane-changes. In this study, we focus on understanding and modelling drivers’ longitudinal speed behavior when negotiating horizontal ramp curves in interchanges in the Netherlands. For this purpose, detailed trajectory data of free-moving vehicles on 29 different curves from 6 different interchanges were collected from video images taken from a hovering helicopter. Only free-moving vehicles were chosen in order to understand how the road geometric design affects the (unhindered) driving speeds. The results of the speed profiles analysis show that for each connection, the speed profiles follow certain patterns, despite the large heterogeneity among drivers. These speed patterns were found to be significantly affected by the distance along a connection, the design characteristics of a connection, vehicle type, and drivers’ heterogeneity. The impact of the distance along the connection on the speed was found to be significant and non-linear. This indicates that drivers do not maintain constant speeds, but adapt it along the connections. These models, which describe drivers’ speed behavior and adaptation along different connections, are useful for improving current speed behavior models used in different microscopic simulation packages, and provide designers with a tool to estimate the speeds during the design process. The insights from this study, and the identified models, are also useful for enhancing the acceptability of automated vehicles’ longitudinal behavior by adapting it to human like behavior.","Horizontal curves; Interchange; Speed behavior; Trajectory data","en","journal article","","","","","","Accepted Author Manuscript","","2020-10-03","","Transport and Planning","Transport and Planning","","",""
"uuid:12ac7395-2ca5-4565-aa8e-591b178c4a3b","http://resolver.tudelft.nl/uuid:12ac7395-2ca5-4565-aa8e-591b178c4a3b","Ramp Metering with Real-Time Estimation of Parameters","Knoop, V.L. (TU Delft Transport and Planning); Taale, Henk (TU Delft Transport and Planning); Meulenberg, Michel (Royal HaskoningDHV); van Erp, P.B.C. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Demand exceeding the capacity of a bottleneck will create congestion upstream of that bottleneck. Once this congestion occurs, the maximum flow through this bottleneck decreases (capacity drop). By limiting the flow towards the bottleneck, one can prevent or postpone the capacity drop and the accompanying congestion. In case the bottleneck is caused by an on-ramp, a common approach is to meter the on-ramp flow. For metering to be effective the algorithm has to be tuned carefully. Normally, the parameters of a metering algorithm are fit for the situation. However, traffic is dynamic and external factors might change, which both lead to changes in parameters of the traffic process. This paper studies how these parameters can be updated dynamically in the control algorithm. It considers various ramp metering algorithms and introduces methods to adapt their parameters. They are tested with simulations using the METANET model. This shows that parameter adaptation improves traffic state. Gains in travel time due to parameter adaptation are typically several percent compared to non-adaptive ramp metering. Road authorities can use these findings to improve ramp metering algorithms and reduce delays","traffic management; traffic control; ramp metering; parameter adaptation; parameter adaptation","en","conference paper","IEEE","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2019-05-07","","Transport and Planning","Transport and Planning","","",""
"uuid:08a0132d-7011-4bea-9a0f-9755bb2bcd6f","http://resolver.tudelft.nl/uuid:08a0132d-7011-4bea-9a0f-9755bb2bcd6f","Capacity, Capacity Drop and Relation of Capacity to the Path Width in Bicycle Traffic","Wierbos, M.J. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hanseler, F.S. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Bicycle usage is encouraged in many cities because of its health and environmental benefits. As a result, bicycle traffic increases which leads to questions on the requirements of bicycle infrastructure. Design guidelines are available but the scientific substantiation is limited. This research contributes to understanding bicycle traffic flow by studying the aggregated movements of cyclists before and after the onset of congestion within the setting of a controlled bottleneck flow experiment. The paper quantitatively describes the relation between capacity and path width, provides a qualitative explanation of this relation by analyzing the cyclist configuration for different path widths, and studies the existence of a capacity drop in bicycle flow. Using slanted cumulative curves and regression analysis, the capacity of a bicycle path is found to increase linearly with increasing path width. A steady drop in flow rate is observed after the onset of congestion, indicating that the capacity drop phenomenon is observed in bicycle traffic. The results presented in this paper can help city planners to create bicycle infrastructure that can handle high cyclist demand.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:2be54caf-b014-4697-910f-4f699418c02e","http://resolver.tudelft.nl/uuid:2be54caf-b014-4697-910f-4f699418c02e","Passenger Travel Time Reliability for Multimodal Public Transport Journeys","Dixit, M. (TU Delft Transport and Planning); Brands, T. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Urban transit networks typically consist of multiple modes and the journeys may involve a transfer within or across modes. Therefore, the passenger experience of travel time reliability is based on the whole journey experience including the transfers. Although the impact of transfers on reliability has been highlighted in the literature, the existing indicators either focus on unimodal transfers only or fail to include all components of travel time in reliability measurement. This study extends the existing “reliability buffer time” metric to transit journeys with multimodal transfers and develops a methodology to calculate it using a combination of smartcard and automatic vehicle location data. The developed methodology is applied to a real-life case study for the Amsterdam transit network consisting of bus, metro, and tram lines. By using a consistent method for all journeys in the network, reliability can be compared between different transit modes or between multiple routes for the same origin–destination pair. The developed metric can be used to study the reliability impacts of policies affecting multiple transit modes. It can also be used as an input to behavioral models such as mode, route, or departure time choice models.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:157623d6-f167-4702-b5f7-2c12874a0f19","http://resolver.tudelft.nl/uuid:157623d6-f167-4702-b5f7-2c12874a0f19","Offshore infrastructure planning using a vine copula approach for environmental conditions: an application for replacement maintenance of tidal energy infrastructure","de Nie, Ruben (Damen Shipyards; Student TU Delft); Leontaris, G. (TU Delft Integral Design & Management); Hoogendoorn, Don (Damen Shipyards); Wolfert, A.R.M. (TU Delft Integral Design & Management)","","2019","Installation and maintenance operations of offshore assets are impacted by local environmental conditions such as wave height and period, wind speed and current velocity. These parameters are substantially of influence for the asset planning (time and costs) given the uncertainty of operational windows. In this article, a method is proposed to construct realistic time series of the aforementioned dependent conditions using a vine copulas approach. This method makes it possible to obtain a large number of realizations of these conditions at a certain location. It is shown that the operational windows remain persistent with the original limited dataset. Moreover, this method enables the incorporation of environmental uncertainties in the operational planning processes. To illustrate the value of this method, an application regarding replacement maintenance of a tidal energy infrastructure is examined. For this purpose, the maintenance activities are represented as a semi-Markov decision process. For every synthetic environmental time series, the algorithm finds the optimal set of decisions and the corresponding maintenance plans, including replacement costs and revenue losses. It is shown that the proposed method is effective in replacement maintenance decision making, while taking into account the environmental uncertainties.","environmental time series; Offshore energy infrastructure; probabilistic planning; replacement maintenance; tidal energy converter; uncertain operational windows; vine copulas","en","journal article","","","","","","","","2020-01-26","","","Integral Design & Management","","",""
"uuid:eab419c7-87be-45f8-952b-cb3c3dd6aa41","http://resolver.tudelft.nl/uuid:eab419c7-87be-45f8-952b-cb3c3dd6aa41","Latent classes of daily mobility patterns: the relationship with attitudes towards modes","Ton, D. (TU Delft Transport and Planning); Zomer, L. (TU Delft Transport and Planning); Schneider, F. (TU Delft Transport and Planning); Hoogendoorn-Lanser, Sascha (KiM Netherlands Institute for Transport Policy Analysis); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Active modes (i.e. walking and cycling) have received significant attention by governments worldwide, due to the benefits related to the use of these modes. Consequently, governments are aiming for a modal shift from motorised to active modes. Attitudes are generally considered to play an important role in travel behaviour. Understanding the relationship between the attitude towards modes and the daily mobility pattern, can support policies that aim at increasing the active mode share. This paper investigates the daily mobility patterns of individuals using a latent class cluster analysis. The relationship between these classes and attitudes towards modes is investigated. Data of the Netherlands Mobility Panel (MPN) of the year 2016 is used, in combination with a companion survey focussing on active modes. This study identifies five classes of mobility patterns: (1) car and bicycle users, (2) exclusive car users, (3) car, walk, and bicycle users, (4) public transport + users, and (5) exclusive bicycle users. Eight factors of attitudes towards modes are identified: five mode related attitudes, two public transport related attitudes, and one related to the prestige of using modes. The results show that the majority of the users exhibits a multimodal daily mobility pattern. Generally, individuals are more positive toward used modes, compared to unused modes. Furthermore, a high level of travel mode consonance is found. When this is not the case (dissonance), often active modes or sustainable modes are preferred. Consequently, when the goal is achieving a higher active mode share, some individuals need to be targeted to change their mobility portfolio (exclusive car users and car and bicycle users), whereas others should be encouraged to increase the use of active modes at the cost of car use (public transport + users and car, walk, and bicycle users).","Attitudes towards modes; Daily mobility pattern; Latent class cluster analysis; Travel behaviour","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:0386e5ab-14c8-481f-88be-7b3f078c1204","http://resolver.tudelft.nl/uuid:0386e5ab-14c8-481f-88be-7b3f078c1204","Analysis of Bicycle Headway Distribution, Saturation Flow and Capacity at a Signalized Intersection using Empirical Trajectory Data","Yuan, Y. (TU Delft Transport and Planning); Goni Ros, B. (TU Delft Transport and Planning); Poppe, Mees (Student TU Delft); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Predicting the bicycle flow capacity at signalized intersections of various characteristics is crucial for urban infrastructure design and traffic management. However, it is also a difficult task because of the large heterogeneity in cycling behavior and several limitations of traditional capacity estimation methods. This paper proposes several methodological improvements, illustrates them using high-resolution trajectory data collected at a busy signalized intersection in the Netherlands, and investigates the influence of key variables of capacity estimation. More specifically, it shows that the (virtual) sublane width has a significant effect on the shape of the headway distribution at the stop line. Furthermore, a new method is proposed to calculate the saturation headway (a key variable determining capacity), which excludes the cyclists initially located close to the stop line using a distance-based rule instead of a fixed number (as is usually done in practice). It is also shown that the saturation headway is quite sensitive to the sublane width. Moreover, a new, empirically based method is proposed to identify the number of sublanes that can be accommodated in a given cycle path, which is another key influencing variable. This method yields considerably lower estimates of the number of sublanes than traditional methods, which rely solely on the (available) cycle path width. Finally, the authors show that methodological choices such as the sublane width and the method used to estimate the number of sublanes have a considerable effect on capacity estimates. Therefore, this paper highlights the need to define a sound methodology to estimate bicycle flow capacity at signalized intersections and proposes some steps to move toward that direction.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:e9b84e9d-5768-4839-996f-841861c0383f","http://resolver.tudelft.nl/uuid:e9b84e9d-5768-4839-996f-841861c0383f","Large-Scale Bicycle Flow Experiment: Setup and Implementation","Gavriilidou, A. (TU Delft Transport and Planning); Wierbos, M.J. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Yuan, Y. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Cycling research at the operational behavioral level is limited, mainly because of the lack of empirical data. To overcome this data shortage, we performed a controlled, large-scale cycling experiment in the Netherlands. In this paper we describe the methodology for setting up and implementing such an experiment, from the motivation of its design using a conceptual model describing cyclist behavior to adjustments that were required during the experiment. The main contribution of this paper is, therefore, to be used as a guide in future experimental data collections. Moreover, we present the characteristics of the participants and their bicycles, and provide a qualitative description of phenomena observed during the experiment. Finally, we elaborate on the potential that the collected dataset holds for future research into understanding and modeling operational cycling behavior.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:bcf17ec8-87eb-40db-b4e3-11db10a1ccec","http://resolver.tudelft.nl/uuid:bcf17ec8-87eb-40db-b4e3-11db10a1ccec","Willingness to share rides in on-demand services for different market segments","Alonso González, M.J. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Hoogendoorn-Lanser, S. (TU Delft Delft Projectmanagement); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","The impact of on-demand urban transport services on traffic reduction will depend on the willingness to share (WTS) of individuals. However, the extent to which individuals are willing to share remains largely unknown. By means of a stated preference experiment, this study analyses the WTS of respondents by comparing their preferences towards individual and pooled rides. Urban Dutch individuals are the target population of this study. In our research, we: 1) quantify the WTS in on-demand services with different number of passengers to disentangle the sharing aspect from related time-cost considerations (e.g. detours); 2) investigate which distinct (latent) market segments exist in regards to the WTS and value of time (VOT) for these on-demand services, and 3) analyse which socioeconomic characteristics and travel patterns can help explain taste variations. Despite the large majority of current on-demand rides being individual, we found that less than one third of respondents have strong preferences for not sharing their rides. Also, we found heterogeneity not only in the values of the WTS of individuals, but also in the way this disutility is perceived (per-ride or proportional to the in-vehicle time).","On-demand transport; Demand Responsive Transport; DRT; Willingness to share; Ridesplitting; Discrete Choice Model; Latent Class Analysis; Market segmentation; Stated Preference","en","conference paper","","","","","","Green Open Access added to TU Delft Institutional Repository 'You share, we take care!' - Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2020-03-01","","Delft Projectmanagement","Transport and Planning","","",""
"uuid:57d8186f-8bdc-4899-b963-59943e74f14e","http://resolver.tudelft.nl/uuid:57d8186f-8bdc-4899-b963-59943e74f14e","Combining Speed Adjustment and Holding Control for Regularity-based Transit Operations","Imran, Aishah Mahyarni (Student TU Delft); van Oort, N. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); Van Der Pot, Pieter (Tender Team)","","2019","Vehicle bunching often occurs in high-frequency transit systems leading to deterioration of service reliability. It is thus necessary to control vehicles during operations. Holding control is a common solution for this situation, but it may result in longer vehicle running times. Speed adjustments can contribute to more regular operations while preventing prolonged trip times. This paper proposes a control strategy, which combines these two strategies to maintain the regularity of transit operations. The findings based on simulation study for trunk bus services in the Netherlands suggest that combining the two strategies implies both the positive and negative attributes of each control.","bunching; control strategy; holding control; speed adjustment","en","conference paper","Institute of Electrical and Electronics Engineers (IEEE)","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2020-03-28","","Transport and Planning","","","",""
"uuid:84856ee2-01d4-44b7-bff7-5b9995c81591","http://resolver.tudelft.nl/uuid:84856ee2-01d4-44b7-bff7-5b9995c81591","Does ride-sourcing absorb the demand for car and public transport in Amsterdam?","Narayan S., Jishnu (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","The emergence of innovative mobility services, is changing the way people travel in urban areas. Such systems offer on-demand service (door-To-door or stop-To-stop, individual or shared) to passengers. In addition to providing flexible services to passengers, past studies suggested that such services could effectively absorb the demand for private cars thereby reducing network congestion and demand for parking. This study investigates the potential of a ride-sourcing service to absorb the demand for public transport and private cars for the city of Amsterdam. Results indicate that a ride-sourcing vehicle could potentially serve the demand currently served by nine privately owned vehicles and that a fleet size equivalent to 1.3% and 2.6% of the total public transport trips, are required to provide doorto-door and stop-To-stop times comparable to those yielded by the current public transport system. Results from the modal shift indicate that most PT trips are substituted by active modes and most car trips are substituted by ride-sourcing service.","agent-based simulation; demand responsive service; public transport; ride-sourcing","en","conference paper","Institute of Electrical and Electronics Engineers (IEEE)","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2020-04-28","","Transport and Planning","Transport and Planning","","",""
"uuid:c78c127d-9fe6-4a06-acea-81b0d76ce6e3","http://resolver.tudelft.nl/uuid:c78c127d-9fe6-4a06-acea-81b0d76ce6e3","A Method to Estimate the Capacity of an Intersection of Waterways in Ports","Bellsola Olba, X. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Vellinga, T. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","The maritime transportation growth leads to more intensively used waterways, especially in ports. Since the capacity of an intersection of waterways becomes more important, this research presents a new method to estimate this capacity. Based on an analogy between roads and waterways, the conflict technique is applied to an intersection of waterways. The vessel flows in each direction and their conflicting movements are input for the capacity calculation. The generic method can be applied to any intersection, considering the conflicts between the different streams in the intersection and the flows inferred from empirical data or from predictions. The applicability of the method is shown with two case studies, based on data from the Port of Rotterdam. After using the proposed method, we compare the real flows with the estimated ones to assess the capacity estimates. This method can improve traffic management strategies, traffic rules in waterway intersections or port designs.","AIS data; Capacity; maritime traffic; radar data; waterway intersection","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:3d780beb-7748-4c8e-a45d-c62b9a06de7f","http://resolver.tudelft.nl/uuid:3d780beb-7748-4c8e-a45d-c62b9a06de7f","Cycling or walking? Determinants of mode choice in the Netherlands","Ton, D. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn-Lanser, S. (KiM Netherlands Institute for Transport Policy Analysis); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Interest into active modes (i.e. walking and cycling) has increased significantly over the past decades, with governments worldwide ultimately aiming for a modal shift towards active modes. To devise policies that promote this goal, understanding the determinants that influence the choice for an active mode is essential. The Netherlands is country with a large and demographically diverse active mode user population, mature and complete active mode infrastructure, and safe environment. Mode choice research from the Netherlands enables a comparison on relevant determinants with countries that have a low active mode share. Furthermore, it can provide quantitative input for policies aiming at an active mode shift. This paper estimates a mode choice model focusing on active modes, while including a more comprehensive set of modes (i.e. walking, cycling, public transport and car). Based on data from the Netherlands Mobility Panel (MPN) in combination with an additional survey focused on active modes (coined PAW-AM), this study estimates which determinants influence mode choice. The determinants can be categorized as individual characteristics, household characteristics, season and weather characteristics, trip characteristics, built environment, and work conditions. The results show that all categories of determinants influence both walking and cycling. However, the choice for cycling or walking is affected by different determinants and to a different extent. In addition, no active mode nest was found in the model estimation. Cycling and walking should thus be regarded as two distinguished alternatives. Furthermore, the results show that active mode use is most sensitive to changes in the trip characteristics and the built environment.","Active mode mobility; Built environment; Cycling; Mixed multinomial logit; Mode choice; Walking","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:2cad3d47-d718-4f8c-945f-b56cbc202f07","http://resolver.tudelft.nl/uuid:2cad3d47-d718-4f8c-945f-b56cbc202f07","Where shall we sync? Clustering passenger flows to identify urban public transport hubs and their key synchronization priorities","Yap, M.D. (TU Delft Transport and Planning); Luo, D. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Minimizing passenger transfer times through public transport (PT) transfer synchronization is important during tactical planning and real-time control. However, there are computational challenges for solving this Timetable Synchronization Problem (TSP) for large, real-world urban PT networks. Hence, in this study we propose a data-driven, passenger-oriented methodology as a preparatory selection stage to reduce problem dimensionality by (1) determining the significant transfer hubs in the network, and (2) identifying subsets of lines within these hubs that need to be prioritized for transfer synchronization. In the first phase of our methodology we determine the spatial boundaries of transfer locations, using a clustering technique based on the passenger transfer flow matrix inferred from smartcard data. After that, a subset of hubs to be prioritized for synchronization is selected. In the second phase, we characterize the transfer patterns within the hubs based on a topological representation. Based on these topological graphs, the line bundles that need to be prioritized within the hubs are further identified using a modularity-based community detection technique. We apply our methodology to a real-world case study, i.e. the PT network of The Hague, the Netherlands. For this case study, our approach allows for prioritizing 70% of all transfers within identified transfer locations while only requiring 0.9% of these transfer locations, thus reducing the complexity of solving the TSP substantially at a relatively low cost. Our method supports public transport operators during timetable design and real-time control in determining where and which lines to prioritize when devising measures for improving transfer experience and synchronization.","Clustering; Community detection; Hubs; Public transport; Synchronization","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2019-06-26","","Transport and Planning","Transport and Planning","","",""
"uuid:249761e4-27f3-4045-9afb-3db2a5d975b2","http://resolver.tudelft.nl/uuid:249761e4-27f3-4045-9afb-3db2a5d975b2","Ship classification based on ship behavior clustering from AIS data","Zhou, Y. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Daamen, W. (TU Delft Transport and Planning); Vellinga, T. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Since the introduction of the Automatic Identification System (AIS), AIS data has proven to be a valuable source of ship behavior analysis using data mining. It records ship position, speed and other behavior attributes at specific time intervals in all voyages at sea and in ports. However, the current studies in ship behavior analyze the behavior patterns either with a subjective choice of classification for behavior differences among the groups of ships or without any classification at all. In order to fill this gap, a new methodology for ship classification in ports based on behavior clustering is developed by analyzing AIS data from the port of Rotterdam. Besides a proper data preparation, the proposed methodology consists of two steps: step I, clustering ship behavior in a port area and identifying the characteristics of the clusters; step II, classifying ships to such behavior clusters based on the ship characteristics. The clustering results present both the behavior patterns and the behavior change patterns for ship path and speed over ground, which are the dominant behavior attributes for ships in ports. Some patterns of integral ship behavior can also be revealed by investigating the correlation between the two behavior attributes. Our research has shown that length and beam can be adopted as explanatory variable to classify ships to the corresponding behavior clusters. The classifiers are developed based on both unsupervised discretization (equal width binning) and supervised discretization (Chi2). The performances of classifiers are compared by three evaluation metrics, including Average Accuracy, F 1 score, and AUC. We found that the classification based on multi-criteria is more accurate than using a single criterion. The classifications based on Chi2 discretization outperform the ones with equal width discretization. The outcome leads to a systematic understanding of ship behavior in a port area and can be used to predict the ship behavior pattern based on their characteristics and simulate the ship behavior.","AIS data; Behavior clustering; Data mining; Ports and waterways; Ship classification","en","journal article","","","","","","Accepted Author Manuscript","","2021-02-15","","Transport and Planning","Rivers, Ports, Waterways and Dredging Engineering","","",""
"uuid:a738f885-102e-4811-855e-a4fd679ae75e","http://resolver.tudelft.nl/uuid:a738f885-102e-4811-855e-a4fd679ae75e","Using advanced adaptive cruise control systems to reduce congestion at sags: An evaluation based on microscopic traffic simulation","Goni Ros, B. (TU Delft Transport and Planning); Schakel, W.J. (TU Delft Transport and Planning); Papacharalampous, Alexandros E. (AETHON Engineering Consultants); Wang, M. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Sakata, Ichiro (Toyota Motor Europe); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Sags are roadway sections along which the gradient increases gradually in the direction of traffic. Sags are generally bottlenecks in freeway networks. Previous research suggests that traffic management measures using advanced Adaptive Cruise Control (ACC) systems could reduce congestion on freeways, but little is known about their potential effectiveness at sags. This article evaluates the effectiveness of a basic ACC system (B-ACC) and two advanced ACC systems – Traffic State-Adaptive ACC (TSA-ACC) and Cooperative ACC (C-ACC) – in mitigating congestion at sags. TSA-ACC adapts the ACC parameters to the macroscopic traffic state estimated by the vehicle itself. C-ACC uses information of other vehicles in the surroundings to adjust its accelerations. Results are obtained using microscopic traffic simulations with different penetration rates. They show that, under high-demand conditions, congestion decreases with increasing percentage of vehicles equipped with B-ACC. With high penetration rates (75% and above), traffic no longer becomes congested at the sag. Moreover, the results show that TSA-ACC and C-ACC reduce congestion more than B-ACC, mainly because they increase the queue discharge capacity of the sag. The two advanced ACC systems prevent the formation of congestion at the sag at lower penetration rates than B-ACC. TSA-ACC is the most effective system. C-ACC is only more effective than B-ACC in scenarios with 20% penetration rate or higher; below that, connectivity between equipped vehicles is too low. Our findings show the potential of using advanced ACC systems to mitigate congestion at sags and indicate some challenges of this traffic management approach.","Adaptive Cruise Control; Freeway capacity; Microscopic traffic simulation; Sag vertical curve; Traffic management","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2019-09-27","","Transport and Planning","Transport and Planning","","",""
"uuid:6c30c457-8e86-454a-89b3-113b12a07967","http://resolver.tudelft.nl/uuid:6c30c457-8e86-454a-89b3-113b12a07967","Review of maritime traffic models from vessel behavior modeling perspective","Zhou, Y. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Daamen, W. (TU Delft Transport and Planning); Vellinga, T. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","The importance of maritime transport keeps increasing with the trade globalization. With the growing demand for waterborne transport, vessel traffic flows are also expected to increase. This paper reviews maritime traffic models from the vessel behavior modeling perspective. The maritime traffic models include the models for vessel traffic both at sea and in confined water area. The aim of this paper is to analyze the underlying modeling paradigms and to assess the extent in which maritime traffic models can represent vessel behavior. Focusing on vessel behavior modeling, this paper provides a broad overview of the current literature on maritime traffic models of the last decades. The commercial models are not included due to the limit of information. To compare the capabilities of models in capturing the vessel behavior characteristics, the considered models are assessed from different aspects of vessel behavior representation, external impact modeling, and model applicability. The assessment shows that none of the existing models describe all dynamic kinetic information in detail for different vessels and consider the impacts from a full range of external factors, which is possibly due to the specific purpose when the models were developed. The models developed for specific vessels in specific situations ignore the irrespective behavioral details in other possible scenarios. Models without proper calibration and validation limit the applicability in other cases. It also indicates that few models can accurately simulate the different vessel behavior at a microscopic level. To investigate the possible potential and limitations, the models have been assessed and discussed to indicate the underlying modeling paradigms based on the modeling characteristics. Future developments can focus on the behavior of different vessels in different types of water areas and the corresponding impacts from external conditions (e.g. visibility, wind, current), vessel encounters and traffic rules. Through calibration and validation, future models should be able to fit the vessel behavior in real-life situations.","Assessment; Comparison; Individual behavioral law; Maritime traffic; Simulation model; Vessel behavior","en","review","","","","","","Accepted Author Manuscript","","2021-06-11","","Transport and Planning","Rivers, Ports, Waterways and Dredging Engineering","","",""
"uuid:c47ba8ce-c101-4cd1-a803-3229277fd433","http://resolver.tudelft.nl/uuid:c47ba8ce-c101-4cd1-a803-3229277fd433","Determinants of urban wayfinding styles","Zomer, L. (TU Delft Transport and Planning); Schneider, F. (TU Delft Transport and Planning); Ton, D. (TU Delft Transport and Planning); Hoogendoorn-Lanser, S. (KiM Netherlands Institute for Transport Policy Analysis); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","Everyday people find their way towards work, supermarkets, or unfamiliar places are explored for a social visit. Understanding how differences in urban wayfinding behaviour relate to daily travel patterns is important to describe route choice behaviour, identify potential navigation problems, design more legible cities, and provide comprehensible travel information. Therefore, the goal of this study is to jointly investigate the differences between urban wayfinding styles and the relations with socio-demographic, motility, urban environment, navigational preferences, and daily travel behaviour. The findings of this study are based on a sample of the Dutch population of 1101 respondents. All respondents completed a three-day travel diary as part of the Mobility Panel Netherlands (MPN), and an additional cross-sectional survey designed to capture perceptions, attitudes, and wayfinding for active modes (PAW-AM). A Factor Analysis is conducted to identify urban wayfinding styles based on a Dutch version of the self-report questionnaire of environmental spatial skills originally developed in Santa Barbara (SBSOD). Generalized Linear Models (GLMs) are used to estimate to what extent various determinants affect two hypothesized urban wayfinding styles, in this study coined as Orientation Ability (OA) and Knowledge Gathering & Processing Ability (KA). The main findings of the study are an associated effect of gender and age on both urban wayfinding styles, while the navigational preference to follow the bearing line and average daily distance travelled by car have disassociated effects. The remaining determinants are only significant in either OA or KA, providing evidence that mainly different processes describe each wayfinding style.","Factor analysis; Generalized Linear Model (GLM); Mobility behaviour; Sense of orientation; Travel diary; Urban environment","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2020-01-22","","Transport and Planning","Transport and Planning","","",""
"uuid:4af54f06-e0c7-4584-aadb-4cedb18022f0","http://resolver.tudelft.nl/uuid:4af54f06-e0c7-4584-aadb-4cedb18022f0","Empirical MFDs using Google Traffic Data","Knoop, V.L. (TU Delft Transport and Planning); van Erp, P.B.C. (TU Delft Transport and Planning); Leclercq, Ludovic (Université de Lyon); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2019","br/>The Macroscopic Fundamental Diagram (MFD) describes the relation between accumulation and speed in a zone. While theoretically expected, empirical validations have been done with limited numbers of floating car (e.g., taxi) data, and loop detectors. This paper will verify existence, shape and crispness of the MFD using Floating Car Data (FCD) from Google. Due to the large amount of users (i.e., high penetration rate), this unique data-set contains traffic information with a high spatial resolution, a high spatial scope and high reliability. We use the data for 3 purposes. First, an MFD for the city of Amsterdam is constructed, revealing a strong relationship between the average density and the average flow. It also shows that the urban road network never reaches its capacity. Secondly, inhomogeneity is analysed. Traffic is well spread over the network, hence inhomogeneity is low. Moreover, if present, the inhomogeneity has only a minor effect on the flow. Also traffic in different directions is homogeneous. Thirdly, for the first time, an MFD is created for a whole country, which turned out to be very crisp as well. This suggests that small areas or a directional split are not needed to create crisp MFDs. That, in turn, implies that a crisp MFD is not a sufficient condition to apply control without considering internal dynamics.
Existing macroscopic flow models handle mixed traffic situations by selecting cars as the mode of reference and expressing the other modes in passenger car equivalents (pce) based on their impact to the traffic flow. A consequence of using this method is that one mode is always the fastest class, which does not fully represent the traffic situation observed in a mixed bicycle-car street. Therefore, this study takes another approach by introducing two-dimensional speed functions. These speed functions are based on the space headway of cars and cyclists, which ensures that both modes can be the fastest moving one depending on the traffic state.
This work presents a multi-class macroscopic flow model using two-dimensional speed functions. A Lagrangian approach is used, following platoons of cars and cyclists over time. Both platoon size and time are discretized in the numerical implementation, while position is continuous. The two-dimensional speed functions takes into account the space headway of both cars and cyclists, and functions are class specific. The model is successfully tested for different traffic situations occurring on urban roads.
Besides mixed bicycle-car traffic, the model could also be applied to other combination of modes as long as the class-specific two-dimensional speed functions are updated to match the situation. Besides travel time estimation, the model can also be used for demand estimation, which is relevant input data to network-wide traffic models and route choice models.","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:2d7428f8-419c-4038-91a4-9b584ef97c3b","http://resolver.tudelft.nl/uuid:2d7428f8-419c-4038-91a4-9b584ef97c3b","Evaluating a data-driven approach for choice set identification using GPS bicycle route choice data from Amsterdam","Ton, D. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Specifying the choice set for travel behaviour analysis is a non-trivial task. Its size and composition are known to influence the results of model estimation and prediction. Most studies specify the choice set using choice set generation algorithms. These methods can introduce two types of errors to the specified choice set: false negative (not generating observed routes) and false positive (including irrelevant routes). Due to increased availability of revealed preference data, like GPS, it is now possible to identify the choice set using a data-driven approach. The data-driven path identification approach (DDPI) combines all unique routes that are observed for one origin-destination pair into a choice set. This paper evaluates this DDPI approach by comparing it to two commonly used choice set generation methods (breadth-first search on link elimination and labelling). The evaluation considers the three main purposes of choice sets: analysis of alternatives in the choice set, model estimation and prediction. The conclusion is that the DDPI approach is a useful addition to the current choice set identification methods. The findings indicate that in analysing alternatives in the choice set, the DDPI approach is most suitable, as it reflects the observed behaviour. For model estimation the DDPI approach provides a useful addition to the current choice set generation methods, as it provides insights into the preferences of individuals without requiring network-data for additional information or generating routes. In terms of prediction, the DDPI approach is not suitable, as it is not able to perform well with out-of-sample data.","Breadth-first search on link elimination; Cyclists’ route choice; Data-driven choice set generation; Labelling; Travel behaviour analysis comparison","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:a2aaf0a0-519f-4a37-9fc0-17c643ac61a2","http://resolver.tudelft.nl/uuid:a2aaf0a0-519f-4a37-9fc0-17c643ac61a2","Estimating Choice Models to Quantify the Effect of Herding on the Decision to Evacuate: Application of a Serious Gaming Experimental Setup","van den Berg, M. (TU Delft Transport and Planning); van Nes, R. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Insight into factors influencing the choices people make in case of an evacuation from a natural disaster can help governments and emergency management personnel to manage people in case of such a situation. One of the aspects that influences the choices that people make in such a situation is herding. Since herding has not been quantified, this paper focuses on quantifying the effect of herding on the decision to evacuate by using an experimental setup that is based on the serious game Everscape. Around 400 people participated in 13 experiments with this setup. Choice models were estimated with the data from these experiments by including observable characteristics of herding as an attribute into the utility function. It is concluded that an important step is made in quantifying herding. It is shown that the more people someone sees leaving, the more inclined this person is to leave. Seeing people leave has more impact than seeing people stay. When people have no information from official sources, they tend to use other people as a source of information. In case of a disaster, this might result in following people who make the situation even more dangerous (for themselves and possibly for others as well). The information provided by official sources is therefore essential in managing people in the best possible way in case of a natural disaster.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:a9d7731a-637a-4468-94f4-63a88bd67a38","http://resolver.tudelft.nl/uuid:a9d7731a-637a-4468-94f4-63a88bd67a38","Macroscopic traffic state estimation using relative flows from stationary and moving observers","van Erp, P.B.C. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","This article presents a procedure to estimate the macroscopic traffic state in a pre-defined space-time mesh using relative flow data collected by stationary and moving observers. The procedure consist of two consecutive and independent processes: (1) estimate point observations of the cumulative vehicle number in space-time, i.e., N(x, t), based on relative flow data from the observers and (2) estimate flow and density in a pre-define space-time mesh based on the point observations of N. In this paper, the principles behind the first process are explained and a methodology (the Point-Observations N (PON) estimation methodology) is introduced for the second process. This methodology does not incorporate information in the form of a traffic flow model or historical data. To evaluate this performance and improve our understanding of the methodology, a microscopic simulation study is conducted. The estimation performance is effected by the homogeneity and stationarity of traffic in estimation area and in the sample area. In case of large changes in traffic conditions, e.g., from free-flow to congestion or stop-and-go waves, a better sampling resolution will improve localizing these changes in space and time and hence improve the estimation performance. In the simulation study, the proposed methodology is also compared with estimates based on loop-detector data. This indicates that the combination of the proposed methodology and data yields an alternative for existing combinations of methodology and data. Especially, in terms of density estimation the introduced methodology shows promising results.","Cumulative vehicle number; Relative flow data; Traffic state estimation","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:d6aeb8b4-e514-47f3-99dc-c8bd28b97c0c","http://resolver.tudelft.nl/uuid:d6aeb8b4-e514-47f3-99dc-c8bd28b97c0c","Driving behaviour at motorway ramps and weaving segments based on empirical trajectory data","van Beinum, A.S. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Wegman, F.C.M. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","In the vicinity of ramps, drivers make route choices, change lanes and in most cases also adjust their speeds. This can trigger anticipatory behaviour by the surrounding vehicles, which are also reflected in lane changes and/or changes in speed. This phenomenon is called turbulence and is widely recognised by the scientific literature and various design guidelines. However the knowledge about the characteristics of turbulence is limited. This study investigates the microscopic characteristics of driving behaviour around 14 different on-ramps (3), off-ramps (3) and weaving segments (8) in The Netherlands, based on unique empirical trajectory data collected from a video camera mounted underneath a hovering helicopter. The data analysis reveals that lane changes caused by merging and diverging vehicles create most turbulence, that an increase in the amount of traffic results in a higher level of turbulence and that an increase in the available length for merging and diverging results in a lower level of turbulence. The results of this study are useful for improving the road design guidelines and for modelling driving behaviour more realistically.","Empirical; Microscopic; Off-ramp; On-ramp; Turbulence; Weaving","en","journal article","","","","","","","","2020-05-26","","Transport and Planning","Transport and Planning","","",""
"uuid:f56c9781-78d8-4f79-9070-88855c81c6fe","http://resolver.tudelft.nl/uuid:f56c9781-78d8-4f79-9070-88855c81c6fe","A Hierarchical Control Framework for Coordination of Intersection Signal Timings in All Traffic Regimes","van de Weg, Goof Sterk (TU Delft Transport and Planning); Vu, Hai L. (Monash University); Hegyi, A. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","In this paper, we develop a hierarchical approach to optimize the signal timings in an urban traffic network taking into account the different dynamics in all traffic regimes. The proposed hierarchical control framework consists of two layers. The first layer--the network coordination layer--uses a model predictive control strategy based on a simplified traffic flow model to provide reference outflow trajectories. These reference outflow trajectories represent average desired link outflows over time. These are then mapped to green-red switching signals which can be applied to traffic lights. To this end, the second layer--the individual intersection control layer--then selects at every intersection the signal timing stage that realizes an outflow which has the smallest error with respect to the reference outflow trajectory. The proposed framework is tested using both macroscopic and microscopic simulations. It is shown that the control framework can outperform a greedy control policy that maximizes the individual intersection outflows, and the control framework can distribute the queues over the network in a way that the network outflow is improved. Simulations using a macroscopic model allow the direct application of the reference outflows computed by the network coordination layer, and the results indicate that the mapping of the reference outflows to the detailed signal timings by the individual intersection control layer only introduces a small performance loss.","intersection coordination.; link transmission model; Model predictive control; signal timings; urban traffic network control","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:e27259ff-ce36-46e4-b9ad-d019af1202c3","http://resolver.tudelft.nl/uuid:e27259ff-ce36-46e4-b9ad-d019af1202c3","Monitoring the Number of Pedestrians in an Area: The Applicability of Counting Systems for Density State Estimation","Duives, D.C. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Crowd monitoring systems are more and more used to support crowd management organizations. Currently, counting systems are often used to provide quantitative insights into the pedestrian traffic state, since they are fairly easy to install and the accuracy is reasonably good under normal conditions. However, there are no sensor systems that are 100% accurate. Detection errors might have severe consequences for the density state estimation at large squares. The consequences of these errors for pedestrian state estimation have not yet been determined. This paper studies the impact of one specific type of detection error on the functionality of counting camera systems for density state estimation, namely, a randomly occurring ""false negative"" detection error. The impact is determined via two tracks, a theoretical track and a simulation track. The latter track studies the distribution of the cumulative number of pedestrians after 24 hours for three stylized cases by means of Monte Carlo simulations. This paper finds that counting camera systems, which have a detection error that is not correlated with the flow rate, provide a reasonably good estimation of the density within an area. At the same time, if the detection error is correlated with the flow rate, counting camera systems should only be used in the situation where symmetric demand patterns are expected.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:92e24fba-0958-486e-8dc4-75256055c12d","http://resolver.tudelft.nl/uuid:92e24fba-0958-486e-8dc4-75256055c12d","Capacity drop through reaction times in heterogeneous traffic","Calvert, S.C. (TU Delft Transport and Planning); van Wageningen-Kessels, F.L.M. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","The capacity drop forms a major reason why the prevention of congestion is targeted by traffic management, as lower capacities are detrimental to traffic throughput. Various reasons describing the dynamics behind the capacity have been described, however one of these, reaction times, has had less explicit attention when modelling on a macroscopic flow level. In this contribution, a method to include the effect of reaction times for the capacity drop in heterogeneous traffic is proposed. The applied method further overcomes difficulties in including reaction times in a discrete time model through relaxation of the updating process in the discretization. This approach is novel for application in the considered first order approach, which is practise ready, contrary to many other models that propose similar approaches. The combination of the introduced method and the model form a solid development and method to apply the capacity drop based on this causation of the capacity drop. The results of the experiment case showed that the influence of traffic heterogeneity had a limited effect on the severity of the capacity drop, while it did influence the time of congestion onset. The influence of the reaction time on traffic showed greater capacity drop values for greater reaction time settings. The findings showed the method effective and valid, while the model application is also practise ready.","Capacity drop; Heterogeneous traffic; Traffic flow; Traffic modelling","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:83b2e436-a573-48d5-91be-722379cea3e0","http://resolver.tudelft.nl/uuid:83b2e436-a573-48d5-91be-722379cea3e0","Improving traffic management through consideration of uncertainty and stochastics in traffic flow","Calvert, S.C. (TU Delft Transport and Planning); Taale, Henk (TU Delft Transport and Planning; Ministry of Infrastructure and the Environment); Snelder, M. (TU Delft Transport and Planning; TNO); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","In a bid to cost-effectively tackle congestion, traffic management is often seen as a key option to utilise road capacity. Prior to the application of traffic management measures, a-priori analysis allows the effectiveness of measures to be judged and where necessary adapted. However, current approaches do this without considering the effects of stochastic uncertainty and fluctuations in traffic flow. These stochastic effects have been shown to substantially influence the evaluation of traffic management measures. In this contribution, a methodological framework is proposed and demonstrated in a multi-part case study, applying approaches that explicitly consider stochastic variations and applications for traffic management. The results of the case study demonstrate the effectiveness of the models and highlight the necessity to consider uncertainty and fluctuations when a-priori evaluating traffic management measures.","Homogeneity; Traffic flow; Traffic management; Uncertainty modelling","en","journal article","","","","","","","","2020-03-01","","Transport and Planning","Transport and Planning","","",""
"uuid:a38ae156-92c1-488b-a78e-5533f0d70992","http://resolver.tudelft.nl/uuid:a38ae156-92c1-488b-a78e-5533f0d70992","Bicycle Queue Dynamics: Influence of Queue Density and Merging Cyclists on Discharge Rate at an Intersection","Wierbos, M.J. (TU Delft Transport and Planning); Goni Ros, B. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","In many countries, an increasing number of people are using the bicycle for urban trips. The increased bicycle flow sometimes creates local congestion at intersections and demands better bicycle traffic management. To provide policy
makers with models and advice on how to prevent congestion, an increased understanding of queue dynamics is required. This study analyzed the queue discharge process of cyclists at a controlled intersection, focusing on how
queue density and merging cyclists influence the discharge rate. A bicycle equivalent (BE) value was introduced to correct for the impact of merging cyclists from different directions, with respect to the impact of cyclists in the original queue. For an intersection in Delft, the Netherlands, the discharge rate was found to increase for increasing queue density. Furthermore, cyclists who merged by overtaking were found to contribute more to the discharge rate compared to cyclists that were standing in the original queue. Cyclists that merged from a direction perpendicular to the queuing direction were found to hinder the discharge process, decreasing the observed outflow rate. These insights
can be used as input for bicycle flow models to assess new plans for bicycle infrastructure and to develop measures to minimize delay at intersections.","","en","conference paper","Transportation Research Board (TRB)","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:a55602d4-49e5-4dcc-8117-9c71e89ac46f","http://resolver.tudelft.nl/uuid:a55602d4-49e5-4dcc-8117-9c71e89ac46f","Multi-objective calibration framework for pedestrian simulation models: study on the effect of movement base cases, metrics and density levels","Sparnaaij, M. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","","","en","conference paper","","","","","","","","2019-06-01","","Transport and Planning","Transport and Planning","","",""
"uuid:f3c14252-1d19-4b26-b36c-77a7fb5fe950","http://resolver.tudelft.nl/uuid:f3c14252-1d19-4b26-b36c-77a7fb5fe950","Assessing Traffic Safety of Dutch Weaving Sections: Validation of the Surrogate Safety Assessment Model combined with VISSIM","Oude Vrielink, Ilse (ARCADIS Nederland); Broeren, Patrick (ARCADIS Nederland); Farah, H. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Dutch road designers and safety experts are searching for more quantitative methods to evaluate the safety of a (proposed) weaving section than the traditional methods of expert judgement and use of accident records. An alternative would be to determine safety using VISSIM micro-simulation models in combination with the Surrogate Safety Assessment Model (SSAM). SSAM calculates the number of conflicts (i.e. observable situations in which two or more road users approach each-other resulting in a potential collision risk) that occurred in a micro-simulation model using surrogate safety measures. This study evaluates this method for Dutch weaving sections by comparing the number of conflicts observed from VISSIM microsimulation models combined with SSAM with the crash rate, and other criteria. Nine Dutch weaving sections were selected and ranked based on four criteria: (I) crash rate, (II) conflict rate calculated from VISSIM-simulations using SSAM, (III) number of crashes expected based on a previously developed crash prediction model, and (IV) road safety experts judgement. To examine the correlation between the different rankings, the Spearman Rank Correlation Coefficient was calculated between each two rankings. The correlation of 0.567 (휌푠=0.112) between the crash and conflict rate ranking suggests a reasonable, but insignificant correlation. In a sensitivity analysis the effects of some micro-simulation settings, conflict analysis thresholds, and the calibration method were assessed. Although different than expected, extending the calibration process resulted in a weaker correlation. Hence care should be taken when using VISSIM and SSAM to evaluate the conflict rates as (only) safety-predictor of Dutch weaving sections.","","en","conference paper","Transportation Research Board (TRB)","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:6f18f1f8-b512-4c95-bcdd-3a0988c7d98e","http://resolver.tudelft.nl/uuid:6f18f1f8-b512-4c95-bcdd-3a0988c7d98e","Continuous-discrete choices of control transitions and speed regulations in full-range adaptive cruise control","Varotto, S.F. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Toledo, Tomer (Technion); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Driving assistance systems such as Adaptive Cruise Control (ACC) and automated vehicles can contribute to mitigate traffic congestion, accidents, and levels of emissions. Automated vehicles may increase roadway capacity, improve traffic flow stability, and speed up the outflow from a queue (1). The functionalities of automated systems have been gradually introduced into the market, such as in the case of Adaptive Cruise Control (ACC). The ACC assists drivers in maintaining a desired speed and time headway, therefore influencing substantially the performance of the driving task. On-road studies have shown potential safety benefits of ACC systems that are inactive at low speeds when they are activated (2-5). In certain traffic situations, drivers may prefer to disengage ACC and resume manual control (6). These transitions between automation and manual driving are called control transitions (7) and may influence considerably traffic flow efficiency (8) and safety (9). Recently, full-range ACC systems that can operate in dense traffic have been introduced into the market. These ACC systems are more likely to be active in dense traffic conditions and have a positive impact on traffic flow efficiency","","en","conference paper","Transportation Research Board (TRB)","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2018-07-11","","Transport and Planning","Transport and Planning","","",""
"uuid:0115ba4d-9a13-4a6c-9da5-c830e329c70d","http://resolver.tudelft.nl/uuid:0115ba4d-9a13-4a6c-9da5-c830e329c70d","Lane Change Behavior on Freeways: An Online Survey Using Video Clips","Knoop, V.L. (TU Delft Transport and Planning); Keyvan-Ekbatani, M. (University of Canterbury); de Baat, Marco (Student TU Delft); Taale, Henk (TU Delft Transport and Planning; Ministry of Infrastructure and the Environment); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Freeways forman important part of the road network. Yet, driving behavior on freeways, in particular lane changes and the relation with the choice of speed, is not well understood. To overcome this, an online survey has been carried out. Drivers were shown video clips, and after each clip they had to indicate what they would do after the moment the video stopped. A total of 1258 Dutch respondents completed the survey. The results show thatmost people have a strategy to choose a speed first and stick to that, which is the first strategy. A second, less often chosen, strategy is to choose a desired lane and adapt the speed based on the chosen lane. A third strategy, slightly less frequently chosen, is that drivers have a desired speed, but contrary to the first strategy, they increase this speed when they are in a different lane overtaking another driver. A small fraction have neither a desired speed nor a desired lane. Of the respondents 80% use the right lane if possible, and 80% avoid overtaking at the right. Also 80% give way to merging traffic.The survey was validated by 25 survey respondents also driving an instrumented vehicle. The strategies in this drive were similar to those in the survey. The findings of this work can be implemented in traffic simulation models, e.g., to determine road capacity and constraints in geometric design.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:9a7c26ce-277f-48c0-bbb7-14dc12e801fb","http://resolver.tudelft.nl/uuid:9a7c26ce-277f-48c0-bbb7-14dc12e801fb","Modelling decisions of control transitions and target speed regulations in full-range Adaptive Cruise Control based on Risk Allostasis Theory","Varotto, S.F. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Toledo, Tomer (Technion); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Adaptive Cruise Control (ACC) and automated vehicles can contribute to reduce traffic congestion and accidents. Recently, an on-road study has shown that drivers may prefer to deactivate full-range ACC when closing in on a slower leader and to overrule it by pressing the gas pedal a few seconds after the activation of the system. Notwithstanding the influence of these control transitions on driver behaviour, a theoretical framework explaining driver decisions to transfer control and to regulate the target speed in full-range ACC is currently missing.
This research develops a modelling framework describing the underlying decision-making process of drivers with full-range ACC at an operational level, grounded on Risk Allostasis Theory (RAT). Based on this theory, a driver will choose to resume manual control or to regulate the ACC target speed if its perceived level of risk feeling and task difficulty falls outside the range considered acceptable to maintain the system active. The feeling of risk and task difficulty evaluation is formulated as a generalized ordered probit model with random thresholds, which vary between drivers and within drivers over time. The ACC system state choices are formulated as logit models and the ACC target speed regulations as regression models, in which correlations between system state choices and target speed regulations are captured explicitly. This continuous-discrete choice model framework is able to address interdependencies across drivers’ decisions in terms of causality, unobserved driver characteristics, and state dependency, and to capture inconsistencies in drivers’ decision making that might be caused by human factors.
The model was estimated using a dataset collected in an on-road experiment with full-range ACC. The results reveal that driver decisions to resume manual control and to regulate the target speed in full-range ACC can be interpreted based on the RAT. The model can be used to forecast driver response to a driving assistance system that adapts its settings to prevent control transitions while guaranteeing safety and comfort. The model can also be implemented into a microscopic traffic flow simulation to evaluate the impact of ACC on traffic flow efficiency and safety accounting for control transitions and target speed regulations
particular, Demand Responsive Transit (DRT) (shared on-demand modes such as
shared ride-hailing and microtransit) can complement scheduled public transport
thanks to their collective nature. These services offer flexible and convenient
mobility: they are not bound to fixed routes or schedules as public transport is.
However, this flexibility also encompasses an extra risk related to service reliability and availability: “(When) will I get the requested ride?”. This work analyses and quantifies the Value of Reliability (VoR) of these new services via a stated preference survey. The study covers both the reliability components intrinsic to DRT as well as the transfer penalty when in combination with scheduled public transport. Unobserved components of the choice behaviour are captured via latent variables in the choice model. This study contributes to the inclusion of DRT services in transportation demand models, and to better understand the role of collective transport in future integrated mobility solutions.","AVL data; Bottleneck detection; Performance indicators; Service Reliability","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:12234a16-a12e-419a-a361-3b9dd5e33085","http://resolver.tudelft.nl/uuid:12234a16-a12e-419a-a361-3b9dd5e33085","The Potential of Demand-Responsive Transport as a Complement to Public Transport: An Assessment Framework and an Empirical Evaluation","Alonso González, M.J. (TU Delft Transport and Planning); Liu, T.L.K. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Demand-responsive transport (DRT) services (collective on-demand services, such as shared ridesourcing and microtransit) offer a collective flexible travel alternative that can potentially complement fixed transit (FT). The combination of an on-demand and line-based service holds the promise of improved mobility and increased service coverage. However, to date, it remains unknown whether DRT services deliver these much anticipated improvements. This study presents an assessment framework to evaluate the performance of DRT and related changes in accessibility, and performs an empirical analysis for a recently introduced DRT service in the Netherlands. The framework includes a performance benchmark between DRT and FT based on the computation of generalized journey times of the DRT rides and the FT alternatives, and can help identify whether DRT is used as a complement or a substitute for FT. The framework covers the spatial and temporal dimensions, and the explicit consideration of rejected trips is an integral part of the evaluation. Results suggest large accessibility improvements for DRT users, especially for some underserved origin–destination pairs.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:44026689-2187-4182-ad65-6ae2cca3395d","http://resolver.tudelft.nl/uuid:44026689-2187-4182-ad65-6ae2cca3395d","Assessing disruption management strategies in rail-bound urban public transport systems from a passenger perspective","Roelofsen, Dennis (Goudappel Coffeng); Cats, O. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","This paper provides a framework for generating and assessing alternatives
in case of disruptions in rail-bound urban public transport systems,. The proposed
framework considers the passenger perspective as well as the operator perspective,
for the often-used measures of detouring and short-turning. An application of the
framework demonstrates that currently used disruption management protocols often do not lead to the optimal solution from the passenger perspective. Furthermore, the optimal choice between alternatives from passenger perspective shows to be dependent on the passenger flows.","disturbances; disruption management; passenger perspective; rail-bound; Transfers; urban public transport; smartcard data","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:3ac75636-d24d-4ab0-89d1-64403af12cea","http://resolver.tudelft.nl/uuid:3ac75636-d24d-4ab0-89d1-64403af12cea","Will car users change their mobility patterns with Mobility as a Service (MaaS) and microtransit? – A latent class cluster analysis","Alonso González, M.J. (TU Delft Transport and Planning); Durand, Anne (KiM Netherlands Institute for Transport Policy Analysis); Harms, Lucas (KiM Netherlands Institute for Transport Policy Analysis); van Oort, N. (TU Delft Transport and Planning; TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning; KTH Royal Institute of Technology); Hoogendoorn-Lanser, Sascha (KiM Netherlands Institute for Transport Policy Analysis); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:de459d04-66bd-4756-95d1-c0eb45864ef2","http://resolver.tudelft.nl/uuid:de459d04-66bd-4756-95d1-c0eb45864ef2","Optimal crowd management for congested metro stations","Hanseler, F.S. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:229c4e49-a81b-4972-abc2-6176bc0906aa","http://resolver.tudelft.nl/uuid:229c4e49-a81b-4972-abc2-6176bc0906aa","Controlling the propagation of passenger disruption impacts in multi-level public transport networks","Cats, O. (TU Delft Transport and Planning); Yap, M.D. (TU Delft Transport and Planning; Goudappel Coffeng); van Oort, N. (TU Delft Transport and Planning; TU Delft Transport and Planning; Goudappel Coffeng); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:c699f4c3-16da-48c2-8aee-1620abbcb6c7","http://resolver.tudelft.nl/uuid:c699f4c3-16da-48c2-8aee-1620abbcb6c7","How far do people walk and cycle for different activities? Evidence from the Netherlands","Schneider, F. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn-Lanser, Sascha (KiM Netherlands Institute for Transport Policy Analysis); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","","Active modes; trip distances; trip purposes; walking; cycling","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:2dd3ea35-5360-47bf-8152-dbcf043af432","http://resolver.tudelft.nl/uuid:2dd3ea35-5360-47bf-8152-dbcf043af432","Determinants of the consideration mode choice set","Ton, D. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn-Lanser, S. (KiM Netherlands Institute for Transport Policy Analysis); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:b16b516c-7963-42a7-8702-a2a7d6b94ec0","http://resolver.tudelft.nl/uuid:b16b516c-7963-42a7-8702-a2a7d6b94ec0","Optimal lane guidance for improving traffic efficiency on homogeneous freeway sections","Mahajan, N. (TU Delft Transport and Planning); Hegyi, A. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning)","","2018","","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:2751e057-6fdf-454c-923c-f638ff868d6b","http://resolver.tudelft.nl/uuid:2751e057-6fdf-454c-923c-f638ff868d6b","A Macroscopic Flow Model for Mixed Bicycle-Car Traffic","Wierbos, M.J. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hanseler, F.S. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:e64cf6b7-238e-48df-8d40-1e0580f36846","http://resolver.tudelft.nl/uuid:e64cf6b7-238e-48df-8d40-1e0580f36846","Empirical Analysis of the Macroscopic Characteristics of Bicycle Flow during the Queue Discharge Process at a Signalized Intersection","Goni Ros, B. (TU Delft Transport and Planning); Yuan, Y. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Signalized intersections are one of the most common types of bottleneck in urban cycling networks. Gaining knowledge on the macroscopic characteristics of bicycle flow during the queue discharge process is crucial for developing ways to reduce the delay experienced by cyclists at intersections. This paper aims to determine these characteristics (including jam density, shockwave speed, and discharge flow), and to unveil possible relationships between them, particularly whether and to what extent discharge flow is correlated with jam density and shockwave speed (which is of high relevance from a traffic management viewpoint). To this end, the study analyzes high-resolution bicycle trajectories derived from video footage on a one-direction cycle path leading to an intersection in Amsterdam (the Netherlands). Linear regression analysis is used to investigate the relationships between macroscopic variables. The results indicate that jam density, shockwave speed, and discharge flow vary considerably across traffic-signal cycles, which highlights the stochastic nature of bicycle flow. Furthermore, the results show that discharge flow is strongly positively correlated with jam density and shockwave speed. It is hypothesized that there is a causal relationship between these variables, which would imply that traffic engineers can increase discharge flows (thus reducing delay) at signalized intersections if they find effective ways to increase jam densities and shockwave speeds.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:b9c28fef-6a6c-4694-9adf-a7742ffa08b4","http://resolver.tudelft.nl/uuid:b9c28fef-6a6c-4694-9adf-a7742ffa08b4","Investigating cyclist interaction behavior through a controlled laboratory experiment","Yuan, Y. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Goni Ros, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Nowadays, there is a need for tools to support city planners in assessing the performance of cycling infrastructure and managing bicycles and mixed flows. Microscopic and macroscopic bicycle traffic models can be used to fulfill this need. However, fundamental knowledge on individual cyclist interaction behavior (which should underpin these models) is hardly available in literature. Detailed bicycle traffic data are necessary if we want to gain insight into cyclist interaction behavior and develop sound behavioral theories and models. Laboratory experiments have been proven to be one of the most effective ways to collect detailed traffic data. For this reason, a controlled experiment aimed to investigate cyclist interaction behavior has been carried out at Delft University of Technology. This paper describes the experimental design, the resulting microscopic bicycle trajectories, and some preliminary results regarding one of the most common interaction situations: the bidirectional interaction. The preliminary results reveal how and to what extent cyclists interact in bidirectional cycling. It is found that cyclists perform a clearly-visible evading (collision avoidance) maneuver when they have face-to-face encounters. During these maneuvers, changes in speed and displacements in the lateral direction are observed. Cyclists start to deviate from their original path when they are around 30 m from each other, and they strongly prefer passing on the right-hand side. Moreover, the expectation of gender differences in cycling behavior reported in the literature is confirmed: our results show that women generally cycle more slowly than men and deviate more from their intended paths in face-to-face encounters. More observations will be available in the next stage of data analysis. These findings can be used to formulate improved microscopic bicycle traffic models for infrastructure design and policy development.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:fa164780-39d0-4632-8c2e-ba189dff26a3","http://resolver.tudelft.nl/uuid:fa164780-39d0-4632-8c2e-ba189dff26a3","An Extended Linear Quadratic Model Predictive Control Approach for Multi-Destination Urban Traffic Networks","Han, Y. (Didichuxing LLC); Hegyi, A. (TU Delft Transport and Planning); Yuan, Y. (TU Delft Transport and Planning); Roncoli, Claudio (Aalto University); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","This paper extends an existing linear quadratic model predictive control (LQMPC) approach to multi-destination traffic networks, where the correct origin-destination (OD) relations are preserved. In the literature, the LQMPC approach has been presented for efficient routing and intersection signal control. The optimization problem in the LQMPC has a linear quadratic formulation that can be solved quickly, which is beneficial for a real-time application. However, the existing LQMPC approach does not preserve OD relations and thus may send traffic to wrong destinations. This problem is tackled by a heuristic method presented is this paper. We present two macroscopic models: 1) a non-linear route-specific model which keeps track of traffic dynamics for each OD pair and 2) a linear model that aggregates all route traffic states, which can be embedded into the LQMPC framework. The route-specific model predicts traffic dynamics and provides information to the LQMPC before the optimization and evaluates the optimal solutions after the optimization. The information obtained from the route-specific model is formulated as constraints in the LQMPC to narrow the solution space and exclude unrealistic solutions that would lead to flows that are inconsistent with the OD relations. The extended LQMPC approach is tested in a synthetic network with multiple bottlenecks. The simulation of the LQMPC approach achieves a total time spent close to the system optimum, and the computation time remains tractable.","Computational modeling; linear model; Merging; Model predictive control; Optimization; Predictive control; Predictive models; Roads; route guidance; Routing; signal control; spillback.","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:d649ce20-04a3-4760-8069-f570ca4a283f","http://resolver.tudelft.nl/uuid:d649ce20-04a3-4760-8069-f570ca4a283f","A Markov-chain activity-based model for pedestrians in office buildings","Shelat, S. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","As the number of people working in office buildings increases, there is an urgent need to improve building services, such as lighting and temperature control, within these buildings to increase energy efficiency and well-being of occupants. A pedestrian behaviour model that simulates office occupants’ movements and locations can provide the high spatial and temporal resolution data required for the testing, evaluation, and optimization of these control systems. However, since most studies in pedestrian research focus on modelling specific actions at the operational level or target situations where movement schedules do not have to modelled, a pedestrian behaviour model that can simulate complex situations over long time periods is missing. Therefore, this paper proposes a tactical level model to generate occupant movement patterns in office buildings. The Markov-chain activity-based model proposed here is data parsimonious, flexible in accepting different levels of information, and can produce high resolution output. The mathematical properties of the methodology are analyzed to understand their impact on the final results. Finally, the tactical level pedestrian behaviour model is face validated using a case study of an imaginary office with a simple layout.","pedestrians; tactical behaviour level; offices; buildings; activity-based; Markov-chain","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:cc4d88c2-1127-414c-82e0-a55ed6217fad","http://resolver.tudelft.nl/uuid:cc4d88c2-1127-414c-82e0-a55ed6217fad","Inzichten in gebruik van en reizigersvoorkeuren voor de combinatie fiets en openbaar vervoer","van Oort, N. (TU Delft Transport and Planning; Goudappel Coffeng B.V.); van Wee, G.P. (TU Delft Transport and Logistics); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Het combineren van fiets en openbaar vervoer is een duurzame oplossing voor (mobiliteitsgerelateerde) uitdagingen in zowel stedelijke gebieden als daarbuiten. Er is een revival van de fiets gaande en ook hoogwaardig openbaar vervoer rukt op. De keten van fiets mét openbaar vervoer combineert de voordelen van beide systemen: De fiets zorgt voor fijnmazige ontsluitingen van herkomst en bestemmingen, is milieuvriendelijk en stimuleert een gezonde leefstijl. Voor wat betreft OV neemt de kwaliteit de laatste jaren sterk toe door de introductie van hoogwaardig OV (HOV): snelle, frequente en betrouwbare bus- tram- en metrolijnen met een hoog comfortniveau. Voorbeelden zijn R-Net, Randstadrail en Q-Link. De halteafstanden van deze systemen zijn relatief hoog, waardoor de fiets een belangrijke rol speelt in de gebiedsontsluiting.
Om de combinatie van fiets en OV verder te stimuleren is een belangrijke eerste stap om te begrijpen hoe en waarom de huidige OV+fietser zich beweegt. Deze inzichten en kennis helpen om de besluitvorming en planning rond Fiets en OV te verbeteren. Denk daarbij aan aanleg, beheer en onderhoud en infrastructuur; maar ook aan exploitatie van bijvoorbeeld fietsenstallingen, het optimaliseren van een openbaar vervoernetwerk en de introductie van fietsdeelsystemen.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:0dd62c21-4cc4-4a72-b8a4-fc5e92ba3008","http://resolver.tudelft.nl/uuid:0dd62c21-4cc4-4a72-b8a4-fc5e92ba3008","Using Social Media for Attendees Density Estimation in City-Scale Events","Gong, X. (TU Delft Transport and Planning); Yang, J. (University of Fribourg); Daamen, W. (TU Delft Transport and Planning); Bozzon, A. (TU Delft Web Information Systems); Hoogendoorn, S.P. (TU Delft Transport and Planning); Houben, G.J.P.M. (TU Delft Web Information Systems)","","2018","City-scale events attract large amounts of attendees in temporarily re-purposed urban environments. In this setting, the real-time measurement of the density of attendees stationing in – or moving through – the event terrain is central to applications such as crowd management, emergency support, and quality of service evaluation. Sensing or communication infrastructures (e.g. sensor networks, mobile phones) can be deployed to estimate the number of attendees currently occupying an area. However, the adoption of these technologies is hindered by their cost or sensing resolution. There is evidence that social media data can provide a real-time and semantically rich insight into attendees’ behaviour during city-scale events. Their suitability as a data source for attendees density estimation is yet to be investigated. With this paper we aim at filling this knowledge gap by studying how micro-posts harvested from social media can be used during city-scale events to estimate the density of attendees in a given terrain. To cope with issues of temporal and spatial resolution, we propose 3 classes of density estimation strategies, i.e. geo-based, speed-based and flow-based strategy, inspired by elements of pedestrian traffic flow theory that were successfully assessed during city-scale events. We study the performance of these strategies in the context of SAIL Amsterdam 2015 (Sail) and Kingsday Amsterdam 2016 (Kingsday), two city-scale events that attracted 2 and 1.5 million of attendees in the span of 5 days and 1 day, respectively. We defined four experimental terrains for the Sail event and one for the Kingsday event, and compare density estimates from social media data with measures obtained from counting systems and Wi-Fi sensors. Results show the potential of solutions embedding elements from pedestrian traffic flow theory, which yielded estimates with strong temporal correlations with the sensor observation, and limited mean errors.","Computational Social Science; Data Science; Density Estimation; Social Sensing; Traffic Flow State; Urban Analytics","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:c7feb774-4238-412a-b213-f0f1247a1ca6","http://resolver.tudelft.nl/uuid:c7feb774-4238-412a-b213-f0f1247a1ca6","State-of-the-art of port simulation models for risk and capacity assessment based on the vessel navigational behaviour through the nautical infrastructure","Bellsola Olba, X. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Vellinga, T. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Ports play an increasingly important role in the freight transportation chain due to containerization. High vessel flows and higher densities increase the relevance of the non-terminal related processes. Several simulation models have been developed in the recent decades with different goals, but their abilities to represent realistic vessel traffic in ports differ. In this paper, we identify the main navigational processes and operations related to the port nautical infrastructure, and review and assess the current port simulation models. This survey represents an exhaustive review of the state-of-the-art of simulation models for port assessment purposes focussing on safety and capacity. The model assessment focuses on the identification of the relevant criteria to represent vessel navigation, based on which processes are covered by each model and how they have been considered in each model. The assessment covers the nautical infrastructure representation and the navigational behaviour. The outcome of this review will be used for the development of a simulation based port assessment methodology. Future port simulation models should include the suitable criteria for a more realistic traffic representation that allows a proper safety and capacity port analysis and assessment.","Capacity assessment; Nautical infrastructure; Port simulation; Risk assessment; Simulation model; Vessel traffic","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:1f5d65dc-0729-48f4-b1a3-c9ed3e25e494","http://resolver.tudelft.nl/uuid:1f5d65dc-0729-48f4-b1a3-c9ed3e25e494","A geometric Brownian motion car-following model: towards a better understanding of capacity drop","Yuan, K. (TU Delft Transport and Planning; Georgia Institute of Technology); Lavala, Jorge (Georgia Institute of Technology); Knoop, V.L. (TU Delft Transport and Planning); Jiang, Rui (Beijing Jiaotong University); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2018","Traffic flow downstream of the congestion is generally lower than the pre-queue capacity. This phenomenon is called the capacity drop. Recent empirical observations show a positive relationship between the speed in congestion and the queue discharge rate. Literature indicates that variations in driver behaviors can account for the capacity drop. However, to the best of authors' knowledge, there is no solid understanding of what and how this variation in driver behaviors lead to the capacity drop, especially without lane changing. Hence, this paper fills this gap. We incorporate the empirically observed desired acceleration stochasticity into a car-following model. The extended parsimonious car-following model shows different capacity drop magnitudes in different traffic situations, consistent with empirical observations. All results indicate that the stochasticity of desired accelerations is a significant reason for the capacity drop. The new insights can be used to develop and test new measures in traffic control.","Traffic flow; capacity drop; car-following model; intra-driver variation","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2019-03-21","","Transport and Planning","Transport and Planning","","",""
"uuid:7cfdb828-e793-4ac8-b068-c8b3151b96a2","http://resolver.tudelft.nl/uuid:7cfdb828-e793-4ac8-b068-c8b3151b96a2","Improvement of Network Performance by In-Vehicle Routing Using Floating Car Data","Klunder, G.A. (TNO); Taale, Henk (TU Delft Transport and Planning); Kester, L (TNO); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","This paper describes a study which gives insight into the size of improvement that is possible with individual in-car routing advice based on the actual traffic situation derived from floating car data (FCD). It also gives an idea about the required penetration rate of floating car data needed to achieve a certain degree of improvement. The study uses real loop detector data from the region of Amsterdam collected for over a year, a route generating algorithm for in-car routing advice, and emulated floating car data to generate the routing advice. The case with in-car routing advice has been compared to the base case, where drivers base their routing decisions on average knowledge of travel times in the network. The improvement in total delay using the in-vehicle system is dependent on penetration rate and accuracy of the floating car data and varies from 2.0% to 3.4% for 10% penetration rate. This leads to yearly savings of about 15 million euros if delay is monetarised using standard prices for value of time (VOT).","","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:a3e76fe8-9c63-451c-8a1b-e15652ddcdd2","http://resolver.tudelft.nl/uuid:a3e76fe8-9c63-451c-8a1b-e15652ddcdd2","Macroscopic Traffic State Estimation: Understanding Traffic Sensing Data-Based Estimation Errors","van Erp, P.B.C. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Traffic state estimation is a crucial element in traffic management systems and in providing traffic information to road users. In this article, we evaluate traffic sensing data-based estimation error characteristics in macroscopic traffic state estimation. We consider two types of sensing data, that is, loop-detector data and probe speed data. These data are used to estimate the mean speed in a discrete space-time mesh. We assume that there are no errors in the sensing data. This allows us to study the errors resulting from the differences in characteristics between the sensing data and desired estimate together with the incomplete description of the relation between the two. The aim of the study is to evaluate the dependency of this estimation error on the traffic conditions and sensing data characteristics. For this purpose, we use microscopic traffic simulation, where we compare the estimates with the ground truth using Edie's definitions. The study exposes a relation between the error distribution characteristics and traffic conditions. Furthermore, we find that it is important to account for the correlation between individual probe data-based estimation errors. Knowledge related to these estimation errors contributes to making better use of the available sensing data in traffic state estimation.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:91426fab-9bf3-4727-a019-28e9d1eabd21","http://resolver.tudelft.nl/uuid:91426fab-9bf3-4727-a019-28e9d1eabd21","AIS data analysis for the impacts of wind and current on ship behavior in straight waterways","Zhou, Y. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Daamen, W. (TU Delft Transport and Planning); Vellinga, T. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","Guedes Soares, Carlos (editor); Teixeira, Ângelo P. (editor)","2017","Due to the increasing ship traffic flow in ports, maritime traffic safety has attracted much atten-tion. In addition to traffic flow, the ship safety in restricted waters is influenced by external navigational fac-tors (visibility, wind and current), encounter situations and human factors on board. In this paper, we investi-gate the effect of navigational factors on ship behavior. The raw AIS data and locally measured visibility, wind, and current data in the port of Rotterdam are collected to investigate the impacts of wind and current on ship speed and path (distance to the starboard bank). The results reveal that the wind mainly affects the paths of ships by the force of cross-wind, while the current impacts the speed over ground of ships when the current is with or against the heading of ship. The impacts on different sizes of ships are different as well. The port side wind has a larger impact on small ships than on large ships, while the impact of starboard side wind is larger for large ships than for small ships. The impact of current on the speed over ground is larger on small ships than large ships, and least on medium ships. The analysis results could assist the port authority in pre-dicting ship traffic in different situations, and be used in the development of a new maritime traffic model to simulate ship behavior while considering the external navigational factors.","AIS data; wind; current; ship behavior","en","conference paper","CRC Press","","","","","","","","","Transport and Planning","Rivers, Ports, Waterways and Dredging Engineering","","",""
"uuid:dbd92272-b284-4874-b9a3-a0868ebc8787","http://resolver.tudelft.nl/uuid:dbd92272-b284-4874-b9a3-a0868ebc8787","Modelling multimodal transit networks: integration of bus networks with walking and cycling","Brand, Judith (Steer Davies Gleave); Hoogendoorn, S.P. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Schalkwijk, Bart (Vervoerregio Amsterdam)","","2017","Demand for (public) transportation is subject to dynamics affected by technological, spatial, societal and demographic aspects. The political environment, together with financial and spatial constraints limit the possibilities to address transit issues arising from growing demand through the construction of new infrastructure. Upgrading of existing services and improving integration over the entire trip chain are two options that can address these transport issues. However, transport planners and transport service operators often fail to include the entire trip when improving services, as improvement is normally achieved through the adaptations of characteristics (e.g. speeds, stop distances) of the services. Our developed framework consists of two parts: one to assess the characteristics of the different bus services and their access and egress modes, and one to assess the effects of integration of these services, which includes the modelling and analysis in a regional transit model. The framework has successfully been applied to a case study showing that bus systems with higher frequencies and speeds can attract twice the amount of cyclists on the access and egress sides. It also shows that passengers accept longer access and egress distances with more positive characteristics of the bus service (higher speeds, higher frequencies).","Access Mode; Bus network design; Cycling; Egress Mode; Integration; Walking","en","conference paper","Institute of Electrical and Electronics Engineers (IEEE)","","","","","","","","","","Transport and Planning","","",""
"uuid:a53463b6-0411-45e7-844e-a92092282845","http://resolver.tudelft.nl/uuid:a53463b6-0411-45e7-844e-a92092282845","A microscopic investigation into the capacity drop: Impacts of longitudinal behavior on the queue discharge rate","Yuan, K. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","The capacity drop indicates that the queue discharge rate is lower than the free-flow capacity. Studies show that the queue discharge rate varies under different traffic conditions. Empirical data show that the queue discharge rate increases as the speed in congestion increases. Insights into the underlying behavioral mechanisms that cause these variable queue discharge rates can help minimize traffic delays and eliminate congestion. However, to our knowledge, few efforts have been devoted to testing impacts of traffic behaviors on the queue discharge rate. This paper tries to fill this gap. We investigate to what extent the acceleration spread and reaction time can influence the queue discharge rate. It is found that the (interdriver) acceleration spread does not reduce the queue discharge rates as much as found empirically. Modeling reaction time might be more important than modeling acceleration for capacity drop in car-following models. A speed-dependent reaction time mechanism for giving variable queue discharge rates is proposed. That is, decreasing reaction time as the speed in congestion increases can give the same queue discharge rate as found empirically. This research suggests that motivating drivers to speed up earlier could increase the queue discharge rate and thereby minimize delays.","Analytical modeling; Bounded acceleration; Capacity drop; Reaction time","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:fde1b987-df93-4e9a-ac4e-12cf53eaf84d","http://resolver.tudelft.nl/uuid:fde1b987-df93-4e9a-ac4e-12cf53eaf84d","Modelling multimodal transit networks: integration of bus networks with walking and cycling (PPT)","Brand, Judith (Steer Davies Gleave); Hoogendoorn, S.P. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Schalkwijk, Bart (Vervoerregio Amsterdam)","","2017","br","Access Mode; Bus network design; Cycling; Egress Mode; Integration; Walking","en","other","","","","","","power point presentation","","","","","Transport and Planning","","",""
"uuid:c261dc99-8f0d-43a6-80da-d312f9a52b01","http://resolver.tudelft.nl/uuid:c261dc99-8f0d-43a6-80da-d312f9a52b01","Resolving freeway jam waves by discrete first-order model-based predictive control of variable speed limits","Han, Y. (TU Delft Transport and Planning); Hegyi, A. (TU Delft Transport and Planning); Yuan, Y. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); Papageorgiou, Markos (Technical University of Crete); Roncoli, Claudio (Aalto University)","","2017","In this paper we develop a fast model predictive control (MPC) approach for variable speed limit coordination to resolve freeway jam waves. Existing MPC approaches that are based on the second-order traffic flow models suffer from high computation load due to the non-linear and non-convex optimization formulation. In recent years, simplified MPC approaches which are based on discrete first-order traffic flow models have attracted more and more attention because they are beneficial for real-time applications. In literature, the type of traffic jam resolved by these approaches is limited to the standing queue in which the jam head is fixed at the bottleneck. Another type of traffic jam known as the jam wave, has been neglected by the discrete first-order model-based MPC approaches. To fill this gap, we develop a fast MPC approach based on a more accurate discrete first-order model. The model keeps the linear property of the classical discrete first-order model, meanwhile takes traffic flow features of jam waves propagation into consideration. A classical non-linear MPC and a recently proposed linear MPC are compared with the proposed MPC in terms of computation speed and jam wave resolution by a benchmark problem. Simulation results show that the proposed MPC resolves the jam wave with a real-time feasible computation speed.","Capacity drop; Jam wave; Linear model; Model predictive control; Variable speed limit","en","journal article","","","","","","","","2019-02-20","","","Transport and Planning","","",""
"uuid:a7118e38-a38f-470a-b951-dd84c1a95def","http://resolver.tudelft.nl/uuid:a7118e38-a38f-470a-b951-dd84c1a95def","Resuming manual control or not?: Modelling choices of control transitions in full-range adaptive cruise control","Varotto, S.F. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Toledo, T (Technion); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Automated vehicles and driving assistance systems such as Adaptive Cruise Control (ACC) are expected to reduce traffic congestion, accidents and levels of emissions. Field Operational Tests have found that drivers may prefer to deactivate ACC in dense traffic flow conditions and before changing lanes. Despite the potential effects of these control transitions on traffic flow efficiency and safety, most mathematical models evaluating the impact of ACC do not adequately represent this process.
This research aims to identify the main factors influencing drivers’ choice to resume manual control. A mixed logit model that predicts the choice to deactivate the system or overrule it by pressing the gas pedal was estimated. The dataset was collected in an on-road experiment in which twenty-three participants drove a research vehicle equipped with full-range ACC on a 35.5-km freeway in Munich during peak hours.
The results reveal that drivers are more likely to deactivate the ACC and resume manual control when approaching a slower leader, when expecting vehicles cutting in, when driving above the ACC target speed, and before exiting the freeway. Drivers are more likely to overrule the ACC system by pressing the gas pedal a few seconds after the system has been activated, and when the vehicle decelerates. Everything else being equal, some drivers have higher probabilities to resume manual control. We conclude that a novel 16 conceptual framework linking ACC system settings, driver behavior characteristics, driver characteristics and environmental factors is needed to model driver behavior in control transitions between ACC and 18 manual driving
2. We show that the latter is essential to provide a reasonable description of the overall network conditions. For simple linear relations between density and speed, we derive analytical results; for more commonly used FDs in pedestrian flow theory we show the resulting relation using a straightforward simulation approach. As a secondary contribution of the paper, we show how the p-MFD can be constructed from pedestrian trajectory data stemming from either microsimulation or from experimental studies. The results found are in line with the theoretical result, providing further evidence for the validity of the p-MFD concept. We furthermore discuss concepts of hysteresis, due to the differences in the queue build up and recuperation phases. We end with applications of the presented concepts, e.g. in crowd management.","Macroscopic Fundamental Diagram; pedestrian networks; spatial variation of density","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:df911dfe-aecc-4e86-8de0-a622e509ab70","http://resolver.tudelft.nl/uuid:df911dfe-aecc-4e86-8de0-a622e509ab70","Spatial Analytics for the Identification of Salient Urban Areas","Zomer, L. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","","cyclist's travel behaviour; wayfinding","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:4342cd28-2529-42b4-ae87-7b25bb0f1192","http://resolver.tudelft.nl/uuid:4342cd28-2529-42b4-ae87-7b25bb0f1192","Laws for Creating Trust in the Blockchain Age","Pouwelse, J.A. (TU Delft Dataintensive Systems); de Kok, André (National Service for Identity Data); Fleuren, Joost (Chamber of Commerce); Hoogendoorn, Peter (ABN AMRO); Vliegendhart, Raynor (Netherlands Cadastre); de Vos, M.A. (TU Delft Dataintensive Systems)","","2017","Humanity’s notion of trust is shaped by new platforms operating in the emerging sharing economy, acting as intermediate matchmaker for ride sharing, housing facilities or freelance labour, effectively creating an environment where strangers trust each other. While millions of people worldwide rely on online sharing activities, such services are often facilitated by a few predatory companies, managing trust relations. This centralization of responsibility raises questions about ethical and political issues like regulatory compliance, data portability and monopolistic behaviour. Recently, blockchain technology has gathered a significant amount of support and adoption, due to its inherent decentralized and tamper-proof structure.
We present a blockchain-powered blueprint for a shared and public programmable economy. The focus of our architecture is on four essential primitives: digital identities, blockchain-based trust, programmable money and marketplaces. Trust is established using only historical interactions between strangers to estimate trustworthiness. Every component of our proposed technology stack is designed according to the defining principles of the Internet itself: self-governance, autonomy and shared ownership. Real-world viability of each component is demonstrated with a functional prototype or running code. Our vision is that the highlighted technology stack devises trust, new acts, principles and rules beyond the possi- bilities in current economic, legal and political systems.","Blockchain; Trust; Programmable Economy; Transactions","en","contribution to periodical","","","","","","","","","","","Dataintensive Systems","","",""
"uuid:91b3a680-dd26-4f36-b391-75dda519488f","http://resolver.tudelft.nl/uuid:91b3a680-dd26-4f36-b391-75dda519488f","Static Traffic Assignment with Queuing: Model properties and applications","Brederode, L.J.N. (TU Delft Transport and Planning; DAT.Mobility); Pel, A.J. (TU Delft Transport and Planning); Wismansa, Luc (DAT.Mobility); de Romph, Erik (TNO); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","This paper describes the road traffic assignment model Static Traffic Assignment with Queuing (STAQ) that was developed for situations where both static (STA) and dynamic (DTA) traffic assignment models are insufficient: strategic applications on large-scale congested networks. The paper demonstrates how the model overcomes shortcomings in STA and DTA modelling approaches in the strategic context by describing its concept, methodology and solution algorithm as well as by presenting model applications on (small) theoretical and (large) real-life networks. The STAQ model captures flow metering and spillback effects of bottlenecks like in DTA models, while its input and computational requirements are only slightly higher than those of STA models. It does so in a very tractable fashion, and acquires high-precision user equilibria (relative gap < 1E-04) on large-scale networks. In light of its accuracy, robustness and accountability, the STAQ model is discussed as a viable alternative to STA and DTA modelling approaches.","","en","journal article","","","","","","","","2019-05-01","","Transport and Planning","Transport and Planning","","",""
"uuid:563bfb8d-bfbd-49c1-ada8-e6c14cf6093e","http://resolver.tudelft.nl/uuid:563bfb8d-bfbd-49c1-ada8-e6c14cf6093e","Urban Demand Responsive Transport in the Mobility as a Service Ecosystem: Its Role and Potential Market Share","Alonso González, M.J. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Mobility as a Service (MaaS) is entering the transportation market. MaaS aims at the full integration of the existing transportation services and it offers tailored mobility packages to the user. In MaaS ecosystems, on-demand services play an important role as complement to public transport due to their flexibility. However, to date, most attention has been placed on individual on-demand services. This study focuses on Demand Responsive Transport (DRT): collective on-demand services. Using an on-line survey, we analysed the characteristics of the respondents who chose different modes of transport among their selected modes. Results find a distinctive pattern in the willingness of users to use different modes, with different levels in what could be considered as a multimodality ladder. The different rungs of it would be: 1st car (if available), 2nd public transport, 3rd DRT and 4th taxi-like services. This way, a person standing on the third rung would include car, public transport and DRT in their consideration set, but not taxi. This finding suggests that, if implemented in the right way, DRT services can attract a larger number of users than taxi-like services, especially in a MaaS ecosystem where initial barriers to try this service can be lessened.","Demand Responsive Transport; Mobility as a Service; Travel patterns; Exploratory analysis; Market segmen","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:1144ffaa-7eb4-4d65-812f-fd786a06ccfd","http://resolver.tudelft.nl/uuid:1144ffaa-7eb4-4d65-812f-fd786a06ccfd","Evaluating a data-driven approach for choice set identification","Ton, D. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning; TU Delft Transport and Planning)","","2017","The specification of the choice set for travel behaviour analysis is a non-trivial task, as its size and composition are known to influence the results of model estimation and prediction. Most studies specify the choice set using choice set generation algorithms. These methods can introduce two severe errors to the specified choice set: false negative (not generating observed routes) and false positive (including irrelevant alternatives) errors. Due to increased availability of revealed preference data, like GPS, it is possible to identify the choice set in different way: data-driven. The data-driven path identification approach (DDPI), introduced in this paper, combines all unique routes that are observed for one origin-destination pair into the choice set. This paper evaluates this DDPI approach, by comparing it to two choice set generation methods (breadth-first search on link elimination and labelling). The evaluation is based on three main purposes of choice sets: analysis of alternatives, model estimation and prediction. The conclusion is that the DDPI approach is a useful alternative for choice set identification. The findings indicate that in analysing alternatives, the DDPI approach is most suitable, as it is equal to the observed behaviour. For model estimation the DDPI approach provides a useful alternative to choice set generation methods, as it provides insights into the preferences of individuals. In terms of prediction, the DDPI approach is suitable on a network level, but not on the individual level. The average performance over all alternatives is similar for all choice sets, but on individual level the DDPI method does not predict well.","data-driven choice set generation; BFS-LE approach; abelling approach; cyclists’ route choice; travel behaviour; analysis comparison","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:9977775b-38fa-49bb-b686-00842daa061b","http://resolver.tudelft.nl/uuid:9977775b-38fa-49bb-b686-00842daa061b","How do people cycle in Amsterdam, Netherlands?: Estimating cyclists' route choice determinants with GPS data from an urban area","Ton, D. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Nowadays, the bicycle is seen as a sustainable and healthy substitute for
the car in urban environments. The Netherlands is the leading country
in bicycle use, especially in urban environments. Yet route choice models
featuring inner-city travel that includes cyclists are lacking. This study
estimated a cyclists’ route choice model for the inner city of Amsterdam,
Netherlands, on the basis of 3,045 trips collected with GPS data. The main
contribution of this study was the construction of the choice set with an
empirical approach, which used only the observed trips in the data set
to compose the choice alternatives. The findings suggested that cyclists
were insensitive to separate cycle paths in Amsterdam, a city characterized
by a dense cycle path network in which cycling was the most prominent
mode of travel. In addition, cyclists were found to minimize travel
distance and the number of intersections per kilometer. The impact of
distance on route choice increased during the morning peak when schedule
constraints were more prevalent. Furthermore, overlapping routes
were more likely to be chosen by cyclists, everything else being the same.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:49512d82-084c-4cb3-b9ad-05d287d2a0b5","http://resolver.tudelft.nl/uuid:49512d82-084c-4cb3-b9ad-05d287d2a0b5","Resuming manual control or not? Modeling choices of control transitions in full-range adaptive cruise control","Varotto, S.F. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Toledo, Tomer (Technion); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Automated vehicles and driving assistance systems such as adaptive cruise control (ACC) are expected to reduce traffic congestion, accidents, and levels of emissions. Field operational tests have found that drivers may prefer to deactivate ACC in dense traffic flow conditions and before changing lanes. Despite the potential effects of these control transitions on traffic flow efficiency and safety, most mathematical models evaluating the impact of ACC do not adequately represent that process. This research aimed to identify the main factors influencing drivers' choice to resume manual control. A mixed logit model that predicted the choice to deactivate the system or overrule it by pressing the gas pedal was estimated. The data set was collected in an on-road experiment in which 23 participants drove a research vehicle equipped with full-range ACC on a 35.5-km freeway in Munich, Germany, during peak hours. The results reveal that drivers were more likely to deactivate the ACC and resume manual control when approaching a slower leader, when expecting vehicles cutting in, when driving above the ACC target speed, and before exiting the freeway. Drivers were more likely to overrule the ACC system by pressing the gas pedal a few seconds after the system had been activated and when the vehicle decelerated. Everything else being equal, some drivers had higher probabilities to resume manual control. This study concludes that a novel conceptual framework linking ACC system settings, driver behavior characteristics, driver characteristics, and environmental factors is needed to model driver behavior in control transitions between ACC and manual driving.","","en","journal article","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:b215e61b-3699-42df-9aae-842a7071cc23","http://resolver.tudelft.nl/uuid:b215e61b-3699-42df-9aae-842a7071cc23","Assessing traffic safety of Dutch weaving sections: Validation of the Surrogate Safety Assessment Model combined with VISSIM","Oude Vrielink, Ilse (ARCADIS Nederland); Broeren, Patrick (ARCADIS Nederland); Farah, H. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Nederlandse wegontwerpers en veiligheidsexperts zoeken naar meer kwantitatieve methodes om de veiligheid van een (voorgenomen) weefvak te bepalen dan de traditionele methodes die gebruik maken van expert judgement en ongevalsregistraties. Een alternatieve methode is om de veiligheid te bepalen met behulp van VISSIM micro-simulatiemodellen in combinatie met het Surrogate Safety Assessment Model (SSAM). SSAM berekent het aantal conflicten in een micro-simulatiemodel met behulp van surrogate veiligheidsmaten (surrogate safety measures). Deze studie evalueert deze methode voor Nederlandse weefvakken door het aantal conflicten geobserveerd in VISSIM-simulaties middels SSAM te vergelijken met de ongevalsratio en andere criteria. Negen weefvakken zijn geselecteerd en gerangschikt op basis van vier criteria: (I) ongevalsratio, (II) conflictratio berekend middels SSAM uit VISSIM-simulaties, (III) aantal ongevallen gebaseerd op een crash prediction model voor Nederlandse weefvakken, en (IV) beoordeling door verkeersveiligheidsexperts. Het Spearman Rang Correlatiecoëfficiënt was berekend tussen elke rangschikking om de relatie tussen de verschillende rangschikkingen te bepalen. De correlatie van .567 (ρ_s=0.112) tussen de rangschikking op ongevalsratio en gesimuleerde conflicten suggereert een redelijke maar insignificant correlatie.","Weefvakken; SSAM; conflicten; surrogate veiligheidswaarden; veiligheid","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:9179678b-0597-4b57-8ca9-cff413d02d33","http://resolver.tudelft.nl/uuid:9179678b-0597-4b57-8ca9-cff413d02d33","How do people cycle in Amsterdam? Estimating cyclists’ route choice determinants using GPS data from an urban area","Ton, D. (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Nowadays, the bicycle is seen as a sustainable and healthy substitute for the car in urban environments. The Netherlands is the leading country in terms of bicycle use, especially in urban environments. Yet route choice models featuring inner-city travel that include cyclists are lacking. This paper estimates a cyclists’ route choice model for the inner-city of Amsterdam, based on 3,045 trips collected with GPS data. The main contribution of this paper is the construction of the choice set using an empirical approach which uses only the observed trips in the dataset to compose the choice alternatives. The findings suggest that cyclists are insensitive to separate cycle paths in Amsterdam, which is a city characterized by a dense cycle path network in which cycling is the most prominent mode of travel. In addition, cyclists are found to minimize travel distance and the number of intersections per kilometer. The impact of distance on route choice increases in the morning peak where schedule constraints are more prevalent. Furthermore, overlapping routes are more likely to be chosen by cyclists given everything else
being the same.","","en","conference paper","","","","","","","","","","","Transport and Planning","","",""
"uuid:64d779c9-2bc7-4483-982d-ea39246d3d22","http://resolver.tudelft.nl/uuid:64d779c9-2bc7-4483-982d-ea39246d3d22","Influence of external conditions and vessel encounters on vessel behavior in ports and waterways using Automatic Identification System data","Shu, Y. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Ligteringen, H. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","The impact of many external factors, such as wind, visibility and current, on the behavior of vessels in ports and waterways has not been investigated systematically in existing maritime traffic models. In order to fill the current knowledge gap and provide a basis for developing a new model to effectively simulate maritime traffic, the influences of wind, visibility and current as well as vessel encounters on vessel behavior (vessel speed, course and relative distance to starboard bank) have been investigated in this study by analyzing Automatic Identification System data collected from the port of Rotterdam. It is found that wind, visibility, current and encounters have significant impact on the vessel speed and relative distance to starboard bank, while vessel course is mainly affected by current and encounters. The results also showed that the vessels would adapt their speed, course and relative distance to starboard bank during encounters. These findings showed the importance of considering external factors and encounters in simulating vessel behavior in restricted waterways and provide a starting point for building up more comprehensive maritime traffic models.","Automatic Identification System data; Uninfluenced and influenced vessel behavior; External condition; Overtaking encounter; Head-on encounter; Ports and waterways","en","journal article","","","","","","","","2019-01-31","","","Transport and Planning","","",""
"uuid:4049a363-4a81-4e3d-9dfa-8003a1fc44e8","http://resolver.tudelft.nl/uuid:4049a363-4a81-4e3d-9dfa-8003a1fc44e8","Capacity drop: A comparison between stop-and-go wave and standing queue at lane-drop bottleneck","Yuan, K. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Leclercq, Ludovic (Université de Lyon); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","","Capacity drop; stop-and-go wave; standing queue; discharging rate; congestion states; flow distribution","en","journal article","","","","","","Geen isbn","","2017-12-01","","","Transport and Planning","","",""
"uuid:5f470dab-86d7-4521-a7af-4886894125ee","http://resolver.tudelft.nl/uuid:5f470dab-86d7-4521-a7af-4886894125ee","Performance Assessment of Fixed and Flexible Public Transport in a Multi Agent Simulation Framework","Narayan S., Jishnu (TU Delft Transport and Planning); Cats, O. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","Esztergár-Kiss, Domokos (editor); Mátrai, Tamás (editor); Tóth, János (editor); Varga, István (editor)","2017","The emergence of innovative mobility solutions that offer flexible transport services, is changing the way urban public transport systems will be designed. Such mobility solutions offer on demand transport services and hence can solve the problems inherent with traditional line based and schedule based public transport systems. It is essential to understand the dynamics of this new demand-supply market with co-existing and competing fixed and flexible public transport. However, the performance of the system comprising of users and transit services and the factors influencing them, have received limited attention in literature. In this paper a model is developed to analyse the system performance when the modes of fixed public transport and flexible public transport operate in competition. The model is implemented in the multi-agent simulation framework MATSim with dynamic assignment in which the users optimise their travel plan through iterative learning from the service experienced and altering their travel plan. The scenarios in which the flexible public transport offer private and shared services are considered. The system performance is analysed for varying fleet size of flexible public transport and ratio of cost of flexible to fixed public transport.","modal split; , demand responsive transport; public transport; agent-based simulation","en","conference paper","Elsevier","","","","","","","","","","Transport and Planning","","",""
"uuid:d47787e3-5a97-4fd5-99c9-c680bf3fbff9","http://resolver.tudelft.nl/uuid:d47787e3-5a97-4fd5-99c9-c680bf3fbff9","A robust transfer inference algorithm for public transport journeys during disruptions","Yap, M.D. (TU Delft Transport and Planning; Goudappel Coffeng); Cats, O. (TU Delft Transport and Planning); van Oort, N. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2017","Disruptions in public transport have major impact on passengers and disproportional effects on passenger satisfaction. The availability of smart card data gives opportunities to better quantify disruption impacts on passengers’ experienced journey travel time and comfort. For this, accurate journey inference from raw transaction data is required. Several rule-based algorithms exist to infer whether a passenger alighting and subsequent boarding is categorized as transfer or final destination where an activity is performed. Although this logic can infer transfers during undisrupted public transport operations, these algorithms have limitations during disruptions: disruptions and subsequent operational rescheduling measures can force passengers to travel via routes which would be non-optimal or illogical during undisrupted operations. Therefore, applying existing algorithms can lead to biased journey inference and biased disruption impact quantification. We develop and apply a new transfer inference algorithm which infers journeys from raw smart card transactions in an accurate way during both disrupted and undisrupted operations. In this algorithm we incorporate the effects of denied boarding, transferring to a vehicle of the same line (due to operator rescheduling measures as short-turning), and the use of public transport services of another operator on another network level as intermediate journey stage during disruptions. This results in an algorithm with an improved transfer inference performance compared to existing algorithms.","Disruptions; public transport; smart card data; transfer inference","en","conference paper","Elsevier","","","","","","","","","","Transport and Planning","","",""
"uuid:61669680-bc59-4dd7-8b04-6730d6541468","http://resolver.tudelft.nl/uuid:61669680-bc59-4dd7-8b04-6730d6541468","Optimization of traffic flow at freeway sags by controlling the acceleration of vehicles equipped with in-car systems","Goni Ros, B. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Takahashi, Toshimichi (Toyota Motor Europe); Sakata, Ichiro (Toyota Motor Europe); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","Sags are bottlenecks in freeway networks. According to previous research, the main cause is that most drivers do not accelerate enough at sags. Consequently, they keep longer headways than expected given their speed, which leads to congestion in high demand conditions. Nowadays, there is growing interest in the development of traffic control measures for sags based on the use of in-car systems. This paper aims to determine the optimal acceleration behavior of vehicles equipped with in-car systems at sags and the related effects on traffic flow, thereby laying the theoretical foundation for developing effective traffic management applications. We formulate an optimal control problem in which a centralized controller regulates the acceleration of some vehicles of a traffic stream moving along a single-lane freeway stretch with a sag. The control objective is to minimize total travel time. The problem is solved for scenarios with different numbers of controlled vehicles and positions in the stream, assuming low penetration rates. The results indicate that the optimal behavior involves performing a deceleration-acceleration-deceleration-acceleration (DADA) maneuver in the sag area. This maneuver induces the first vehicles located behind the controlled vehicle to accelerate fast along the vertical curve. As a result, traffic speed and flow at the end of the sag (bottleneck) increase for a time. The maneuver also triggers a stop-and-go wave that temporarily limits the inflow into the sag, slowing down the formation of congestion at the bottleneck. Moreover, in some cases controlled vehicles perform one or more deceleration-acceleration maneuvers upstream of the sag. This additional strategy is used to manage congestion so that inflow is regulated more effectively. Although we cannot guarantee global optimality, our findings reveal a potentially highly effective and innovative way to reduce congestion at sags, which could possibly be implemented using cooperative adaptive cruise control systems.","Car-following model; In-car system; Optimal control; Sag vertical curve; Stop-and-go wave; Traffic management","en","journal article","","","","","","","","2019-07-11","","Transport and Planning","Transport and Planning","","",""
"uuid:c3f8b637-042f-462e-84ff-0acb8f011522","http://resolver.tudelft.nl/uuid:c3f8b637-042f-462e-84ff-0acb8f011522","The influence of the interaction characteristics on the movement dynamics of pedestrians","Duives, D.C. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","One of the fundamental properties of pedestrian simulation models is their capability to predict the future movement dynamics of pedestrians depending on the current state of the pedestrian traffic flow, more specically the walking behaviour of neighbouring pedestrians. This paper investigates the influence of the interaction characteristics on the strength of the reaction of pedestrians walking within a crowd, where the reaction consists of the absolute change in walking direction and speed. This paper studies the influence of the distance headway, time headway, angle of sight, angle of interaction, absolute speed and the number of pedestrians located nearby has been studied. Based on these ndings two main conclusions can be drawn, being 1) the operational adaptations of the walking behaviour of pedestrians is influenced by more characteristics of the situation than just the distance headway with respect to the pedestrian walking directly in front of a pedestrian, 2) pedestrians are more likely to change their direction rather than their walking speed when other pedestrians are located within close proximity.","pedestrian movement dynamics; interaction behaviour; empirical trajectory data sets; time headway; distance headway","en","conference paper","University of Science and Technology of China Press","","","","","","","","","","Transport and Planning","","",""
"uuid:cb7f3340-074b-4475-a67f-6ca20d7f6672","http://resolver.tudelft.nl/uuid:cb7f3340-074b-4475-a67f-6ca20d7f6672","Comparing three types of real-time data collection techniques: Counting cameras, Wi-Fi sensors and GPS trackers","Daamen, W. (TU Delft Transport and Planning); Yuan, Y. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","Song, Weiguo (editor); Ma, Jian (editor); Fu, Libi (editor)","2016","Nowadays, many large scale events are organised in urban areas that are not designed to accomodate these large visitor flows, as not only the sheer number of people is larger than anticipated, but also their behaviour is different. For a timely deployment of crowd management measures, continuous information on the real-time traffic state on the event terrain is necessary. In this paper, we focus on local and global real-time measurements, collected during the SAIL Amsterdam event using counting cameras, Wi-Fi sensors and GPS trackers. The counting cameras gave accurate local counts, but did not have route information. The latter was given by Wi-Fi sensors and GPS trackers. However, the penetration rate for Wi-Fi sensors was low, so to get accurate data these sensors can only be used with large visitor numbers. GPS trackers gave detailed, but not continuous information. Based on the joint datasources, counts, travel times, density and flow are estimated. This way, we could provide the real-time information necessary for crowd management.","Real-time crowd monitoring; Counting cameras; Wi-Fi sensor; GPS tracker; travel time; density; flows","en","conference paper","University of Science and Technology of China Press","","","","","","","","","","Transport and Planning","","",""
"uuid:0ea69164-249d-4698-ab48-db94e369d5c7","http://resolver.tudelft.nl/uuid:0ea69164-249d-4698-ab48-db94e369d5c7","Connected variable speed limits control and car-following control with vehicle-infrastructure communication to resolve stop-and-go waves","Wang, M. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning)","","2016","The vision of intelligent vehicles traveling in road networks has prompted numerous concepts to control future traffic flow, one of which is the in-vehicle actuation of traffic control commands. The key of this concept is using intelligent vehicles as actuators for traffic control systems. Under this concept, we design and test a control system that connects a traffic controller with in-vehicle controllers via vehicle-to-infrastructure communication. The link-level traffic controller regulates traffic speeds through variable speed limits (VSL) gantries to resolve stop-and-go waves, while intelligent vehicles control accelerations through vehicle propulsion and brake systems to optimize their local situations. It is assumed that each intelligent vehicle receives VSL commands from the traffic controller and uses them as variable parameters for the local vehicle controller. Feasibility and effectiveness of the connected control paradigm are tested with simulation on a two-lane freeway stretch with intelligent vehicles randomly distributed among human-driven vehicles. Simulation shows that the connected VSL and vehicle control system improves traffic efficiency and sustainability; that is, total time spent in the network and average fuel consumption rate are reduced compared to (uncontrolled and controlled) scenarios with 100% human drivers and to uncontrolled scenarios with the same intelligent vehicle penetration rates.","adaptive cruise control; connected vehicles; moving jam; variable speed limits","en","journal article","","","","","","","Campus only","","","Transport and Planning","Transport and Planning","","",""
"uuid:97717ab3-f9db-4948-a979-317e9a61cf4b","http://resolver.tudelft.nl/uuid:97717ab3-f9db-4948-a979-317e9a61cf4b","A microscopic investigation into capacity drop: impacts of a bunded acceleration and reaction time","Yuan, K. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","Capacity drop indicates that the queue discharge rate is lower than the road capacity. Due to the capacity drop, traffic delays increase once queues form. Researchers find that queue discharge rates vary in different traffic conditions. Empirical data shows that the queue discharge rate increases as the speed in congestion increases. Understanding what and how driver behaviors result in such variable queue discharge rates can help minimize traffic delays and eliminate congestion. However, as far as authors know, few efforts have been devoted to testing impacts of traffic behaviors on the variable queue discharge rate. This paper tries to fill in the gap. The authors investigate to what extent acceleration variety and reaction time can influence the queue discharge rate. It is found that the acceleration variety cannot reduce the queue discharge rate considerably. Modelling reaction time might be more important than modeling acceleration when giving capacity drop in car-following models. A multi-phase reaction time mechanism for giving variable queue discharge rates is proposed. That is, decreasing reaction time as the speed in congestion increases can give the same variable queue discharge rate as empirical observations. The research might indicate that motivating drivers to speed up earlier could benefit increasing queue discharge rates and minimizing delays.","Acceleration (Mechanics); Highway capacity; Queuing theory; Reaction time; Queue discharge rate","en","conference paper","","","","","","","","","","","Transport and Planning","","",""
"uuid:b82449e1-007a-46b8-8db4-dce5b0a8c9c7","http://resolver.tudelft.nl/uuid:b82449e1-007a-46b8-8db4-dce5b0a8c9c7","New Extended Discrete First-Order Model to Reproduce Propagation of Jam Waves","Han, Y. (TU Delft Transport and Planning); Yuan, Y. (TU Delft Transport and Planning); Hegyi, A. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","This paper proposes an extension of the discrete Lighthill–Whitham–Richards model of the cell transmission model type to reproduce capacity drop and the propagation of jam waves. Recent studies have tried to incorporate the capacity drop into discrete first-order traffic flow models for traffic optimization purposes. It was found that the inflow to a discharging cell predicted by these models might have been overestimated, and this overestimation influenced the propagation of a jam wave. An empirical analysis was carried out to confirm this assumption. It was found that the extent of the flow reduction depended on the state difference between the targeting cell and its upstream cell. On the basis of these findings, a new mathematical model formulation is given. Simulations with both a hypothetical freeway stretch and a real-life freeway stretch are performed to test the behavior of the proposed model. The previously mentioned models are also simulated for comparison. The simulation results indicate that the proposed model is better able to reproduce jam waves. In addition, the proposed model can be used in a linear model predictive control framework and formulated as a linear optimization problem, which may be beneficial for a real-life, real-time application.","","en","journal article","","","","","","","","2018-01-01","","","Transport and Planning","","",""
"uuid:2878cdc3-f12c-4916-903d-7544d8746d2c","http://resolver.tudelft.nl/uuid:2878cdc3-f12c-4916-903d-7544d8746d2c","A critical assessment of methodologies for operations and safety evaluations of freeway turbulence","van Beinum, A.S.; Farah, H.; Wegman, F.C.M.; Hoogendoorn, S.P.","","2016","Turbulence in traffic is a commonly known phenomenon, but the exact characteristics of this phenomenon are not yet clear. It reflects individual changes in speed, headways, and lanes in the traffic stream. The currently used freeway design guidelines prescribe different measures for handling turbulence, such as sufficient ramp spacing, and spacing between road discontinuities. In situations where the available space between discontinuities is scarce, it might be necessary to make a trade-off between costs and safety/operation. For a valid trade off more insight is needed on the safety and operations effects when one deviates from the guidelines. A lot of research was done on the different causes of turbulence and their effect on safety and operation. This paper proposes a theoretical framework for turbulence phenomenon that facilitates the comparison of the available methodologies that can be used to evaluate a freeway design on the matter of turbulence and its impact on traffic operations and safety. The main finding of this review is that the currently available methodologies lack the ability to evaluate the impact of freeway turbulence on operations and safety simultaneously. Different recommendations to overcome limitations of current methodologies and further research possibilities to improve these methodologies are given.","traffic safety; operations; turbulence; surrogate safety measures; freeway design","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:1b8be2f1-d7ae-4a90-aae4-3832392aaed7","http://resolver.tudelft.nl/uuid:1b8be2f1-d7ae-4a90-aae4-3832392aaed7","Urban network throughput optimization via model predictive control using the link transmission model","Van de Weg, G.S.; Keyvan Ekbatani, M.; Hegyi, A.; Hoogendoorn, S.P.","","2016","Developing practicable and efficient real-time signal control strategies for urban road networks is a major challenge with significant scientific and practical relevance. For the sake of practical feasibility, many urban traffic control strategies are based on simplified models. In this way, a trade-off can be made between controller accuracy, and (computational) complexity of the controller. However, designing a controller which operates efficiently with low computational time under different traffic conditions (i.e. under-saturated, saturated and over-saturated) remains a challenge. Several linear and quadratic model predictive control approaches are described in the literature to tackle this problem without considering the shock-wave dynamics of spill-back under over-saturated conditions. The principal contribution of this paper is the formulation of a linear model predictive controller that takes the shock-wave dynamics into account. This is realized by modeling the traffic dynamics in a link using the link transmission model. The performance of the proposed controller is compared with two other existing strategies. The total time spent by all the vehicles in the network and the computation time have been applied as performance indexes for the appraisal of the control strategies. Simulation results show that the control strategy proposed in this paper achieves better throughput under over-saturated conditions within comparable, low computation time.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:1d277bf1-ff87-42d5-b024-c9b326c0bef7","http://resolver.tudelft.nl/uuid:1d277bf1-ff87-42d5-b024-c9b326c0bef7","A crash prediction model for weaving sections in the Netherlands","Iliadi, A.; Farah, H.; Schepers, P.; Hoogendoorn, S.P.","","2016","Weaving is defined as the crossing of two streams travelling in the same direction along a significant section of the road without the assistance of traffic control devices. Merging and diverging vehicles need to make one or more lane-changes in a limited space and time, determined by the weaving section length. This situation creates intensive lane-change maneuvers, combined with heavy traffic volumes and variability in the speeds of the weaving and non-weaving vehicles. This often results in safety and operational problems. In the literature few studies developed crash prediction models for weaving sections. Therefore, the main objective of this study is to investigate how different geometric and traffic related variables affect the safety performance of motorways’ weaving sections, and develop a quantitative model for crash prediction. A sample of 110 weaving sections distributed all over the motorway network in The Netherlands was included. A database composed of the traffic and geometric characteristics of the weaving sections, and of their crash records was prepared. A Negative Binomial regression model was developed and the factors that mostly influence the crash frequency at weaving sections were identified. The results show that crash frequencies of weaving sections are significantly affected by the length of the weaving section, the average annual daily traffic (AADT), the percentage of weaving cars, the number of lanes on the main motorway and the location of the weaving section relative to the interchange (if inside or outside the interchange).","weaving sections; crash prediction; negative binomial regression; safety performance; lane-changing","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:eb7471c0-8b30-4ee4-a7ce-d748bf2f7c1e","http://resolver.tudelft.nl/uuid:eb7471c0-8b30-4ee4-a7ce-d748bf2f7c1e","Capacity drops at merges: New analytical investigations","Leclercq, L (External organisation); Knoop, V.L. (TU Delft Transport and Planning); Marczak, F (External organisation); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","","CWTS 0.75 <= JFIS < 2.00","en","journal article","","","","","","harvest","","","","","Transport and Planning","","",""
"uuid:2fff82b6-c31b-4f0d-92f9-6f11daa9f8b4","http://resolver.tudelft.nl/uuid:2fff82b6-c31b-4f0d-92f9-6f11daa9f8b4","Modeling traffic at sags","Goni Ros, B. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Shiomi, Y (External organisation); Takahashi, T (External organisation); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","","Peer-lijst tijdschrift","en","journal article","","","","","","Available online 24-09-2014 Harvest","","2015-09-30","","","Transport and Planning","","",""
"uuid:9148e13d-2651-47d9-ad51-c09dbd619694","http://resolver.tudelft.nl/uuid:9148e13d-2651-47d9-ad51-c09dbd619694","Verification of Route Choice Model and Operational Model of Vessel Traffic traffic","Shu, Y. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Ligteringen, H. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","Because of ever-increasing economic globalization, it is necessary to simulate vessel behavior for investigating safety and capacity in ports and inland waterways. A new maritime traffic model was developed; it comprises two parts: the route choice model and the operational model. This paper presents the operational model, which describes vessel sailing behavior by optimal control. In the operational model, the main behavioral assumption is that all actions of the bridge team, such as accelerating and turning, are executed to force the vessel to sail with the desired speed and course. In the proposed theory, deviating from the desired speed and course, accelerating, decelerating, and turning will provide disutility (cost) to the vessel. Through prediction and minimization of this disutility, the longitudinal and angular acceleration can be optimized and predict individual vessel sailing behavior. To verify the route choice model and the operational model, a case study was carried out; it applied the models to predict individual vessel behavior (path, speed, and course) in the entrance channel to Maasvlakte I at the Port of Rotterdam, Netherlands. The simulation results show a good prediction of the vessel path and vessel course. As no other model has been built specifically to predict vessel behavior in the port area, the current methods provide a fundamental basis for investigating vessel behavior in restricted waterways. In addition, this research showed the potential of the model to increase the safety and capacity of ports and inland waterways.","","en","journal article","","","","","","harvest","Campus only","","","","Transport and Planning","","",""
"uuid:3ef8eb0c-619c-416e-b6bd-bbfda82f7e79","http://resolver.tudelft.nl/uuid:3ef8eb0c-619c-416e-b6bd-bbfda82f7e79","Smart mobility in smart cities: seamless integration of networks and sevices (PPT)","Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","","","en","other","","","","","","Power Point Presentatie","","","","","Transport and Planning","","",""
"uuid:c790ec70-787a-43d6-9ddb-97556412947b","http://resolver.tudelft.nl/uuid:c790ec70-787a-43d6-9ddb-97556412947b","Verification of the route choice model and the operational model of vessel traffic","Shu, Y. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Ligteringen, H. (TU Delft Rivers, Ports, Waterways and Dredging Engineering); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","","Conf.proc. > 3 pag","en","conference paper","Transportation Research Board (TRB)","","","","","harvest","","","","","Transport and Planning","","",""
"uuid:d6e8dd4e-2146-4be7-a108-8dee12b83764","http://resolver.tudelft.nl/uuid:d6e8dd4e-2146-4be7-a108-8dee12b83764","Critical assessment of methodologies for operations and safety evaluations of freeway turbulence","van Beinum, A.S. (TU Delft Transport and Planning); Farah, H. (TU Delft Transport and Planning); Wegman, F.C.M. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","Turbulence in traffic is a commonly known phenomenon, but the exact characteristics of this phenomenon are not yet clear. Turbulence reflects individual changes in speed, headways, and lanes in the traffic stream. The current freeway design guidelines prescribe measures for handling turbulence, such as sufficient ramp spacing and spacing between road discontinuities. In situations where there is little available space between discontinuities, it might be necessary to make a trade-off between costs and safety and operations. For a valid trade-off, more insight is needed on the safety and operations effects of deviations from the guidelines. Much research has been done on the causes of turbulence and their effects on safety and operations. This paper proposes a theoretical framework for the turbulence phenomenon that facilitates the comparison of the available methodologies that can be used to evaluate a freeway design on the matter of turbulence and its impact on traffic operations and safety. The main finding of this review is that the currently available methodologies lack the ability to evaluate the impact of freeway turbulence on operations and safety simultaneously. The paper makes recommendations to overcome the limitations of current methodologies and for further research possibilities to improve these methodologies.","","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:57edec25-9e91-4fa0-86f6-b39bd8cbed9a","http://resolver.tudelft.nl/uuid:57edec25-9e91-4fa0-86f6-b39bd8cbed9a","Lessons Learned from Field Operational Test of Integrated Network Management in Amsterdam","Hoogendoorn, S.P. (TU Delft Transport and Planning); van Kooten, J (ARANE); Adams, R (Praktijkproef Amsterdam)","","2016","The Amsterdam Practical Trial (APT) is a multiyear program initiated by the Dutch Ministry of Transport and the Environment and is carried out in close cooperation by Rijkswaterstaat, the City of Amsterdam, the Province of North Holland, and the Amsterdam Metropolitan Region. The APT aims to integrate innovative roadside and in-car developments networkwide. After the proof of concept was finished in 2009, two parallel tracks started in the Amsterdam region: the roadside track (aiming at an innovative, automated working system with ramp metering and traffic lights) and the in-car track (aiming at individualized travel and traffic information in the car for commuter traffic and for large-event traffic). This paper aims specifically at the innovative APT roadside system. Development of this system began in 2012, with the system becoming operational in April 2014. After all technical and functional tests were completed, the system parameters were tuned and finalized the implementation phase. Starting April 14, 11 weeks were taken to collect the data for the ex post assessment. In doing so, the authors have used an alternating assessment design, implemented by switching the system on and off every week so that a fair comparison could be made. From the collected data, it could be concluded that while the system caused additional delays on the urban network and ramps, the throughput on the freeway arterial was improved. Detailed analysis of the data showed the system performed as expected and which improvements can be made to further increase its effectiveness. These optimizations are discussed, as are the expected effects of implementing them in the system. How they are operationalized in Phase 2 of this innovative project will also be discussed.","","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:5ec264e1-cdf5-4f8a-89d7-226f02c22ef2","http://resolver.tudelft.nl/uuid:5ec264e1-cdf5-4f8a-89d7-226f02c22ef2","A Microscopic Investigation into the Capacity Drop: Impacts of the Bounded Acceleration and Reaction Time","Yuan, K. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","The capacity drop indicates that the queue discharge rate is lower than the free-flow capacity. Studies show that queue discharge rates vary under different traffic conditions. Empirical data show that the queue discharge rate increases as the speed in congestion increases. Insights into the underlying behavioral mechanisms that result in such variable queue discharge rates can help minimize traffic delays and eliminate congestion. However, to the best of the authors’ knowledge, few efforts have been devoted to testing impacts of traffic behaviors on the queue discharge rate. This paper tries to fill this gap. We investigate to what extent the acceleration spread and reaction time can influence the queue discharge rate. It is found that the (inter-driver) acceleration spread does not reduce the queue discharge rates as much as found empirically. Modelling reaction time might be more important than modeling acceleration for capacity drop in car-following models. A speed-dependent reaction time mechanism for giving variable queue discharge rates is proposed. That is, decreasing reaction time as the speed in congestion increases can give the same queue discharge rate as found empirically. This research suggests that motivating drivers to speed up earlier could increase the queue discharge rate and thereby minimize delays.","","en","journal article","","","","","","","","","","","Transport and Planning","","",""
"uuid:5d63d443-5eb0-4377-9888-a7e9e8675277","http://resolver.tudelft.nl/uuid:5d63d443-5eb0-4377-9888-a7e9e8675277","Bicycle headway modeling and its applications","Hoogendoorn, S.P. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning)","","2016","Little is known about the microscopic operations of bicycle traffic. This lack of knowledge makes it difficult to design and to analyze facilities that are also used by cyclists, as well as to assess their efficiency and safety. This paper puts forward a novel composite headway model for bicycle flows. On the basis of a working definition of a bicycle headway, the model assumes that the headway is the sum of the so-called empty zone (i.e., the minimum headway that a cyclist has with respect to the bicycle he or she is following) and the free headway (i.e., the additional headway that cyclists maintain when they are not following). Both headways are stochastic variables, given the high degree of heterogeneity in cyclists’ behavior. Further, a distribution-free model estimation approach is put forward to make it possible to identify the distributions of the empty zone and the free headway without the need to specify their functional form first. The workings of the model and the estimation method are illustrated with the use of data collected at a busy intersection in the Netherlands.","","en","journal article","","","","","","harvest","","","","","Transport and Planning","","",""
"uuid:2ab5614d-e0d7-4148-91bd-aeacf4793356","http://resolver.tudelft.nl/uuid:2ab5614d-e0d7-4148-91bd-aeacf4793356","Optimal lane change times and accelerations of autonomous and connected vehicles","Wang, M. (TU Delft Transport and Planning; TU Delft Biomechatronics & Human-Machine Control); Hoogendoorn, S.P. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning); Happee, R. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics)","","2016","This contribution puts forward a flexible approach to model the decision-making or design controller for automated driving systems, where tactical-level lane change decisions and control-level accelerations are jointly evaluated based on iteratively solving an online optimization problem. The key idea is that automated vehicles determine lane change times and accelerations in the predicted future to minimize an objective function representing multiple criteria of driving safety, efficiency and comfort. The interactions between controlled vehicles and surrounding vehicles are captured in the objective function. The approach can be applied to model non-cooperative decision-making of autonomous vehicles with optimization of own cost and cooperative behavior of connected vehicles with joint optimization of the collective cost. The problem is formulated as a differential game where automated vehicles make decisions based on the expected behavior of surrounding vehicles. An efficient numerical solution algorithm is used to solve problem. The proposed model performance is demonstrated via numerical examples. The results show that the proposed approach can produce efficient lane-changing maneuvers while obeying safety and comfort requirements. Particularly, the approach generates optimal lane change times and accelerations in the predicted future, including strategic overtaking and cooperative merging scenarios.","Acceleration (Mechanics); Algorithms; Decision making; Intelligent vehicles; Lane changing; Optimization","en","conference paper","Transportation Research Board (TRB)","","","","","Accepted Author Manuscript","","","","Transport and Planning","Transport and Planning","","",""
"uuid:ff1aa437-3d1d-4e61-8313-d52d35ce420e","http://resolver.tudelft.nl/uuid:ff1aa437-3d1d-4e61-8313-d52d35ce420e","Estimating travel times using Wi-Fi sensor data","Hoogendoorn, S.P. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Duives, D.C. (TU Delft Transport and Planning); Yuan, Y. (TU Delft Transport and Planning)","","2016","Determining travel time information from Wi-Fi (or Bluetooth) sensors is not trivial due to various (often technical) reasons. In this contribution, we focus on the problem of distinguishing travel time from the time people spend performing activities (e.g. fuelling the car, standing still to watch the scenery, buying a train ticket). More specically, we will consider pedestrian data collected during a large-scale event in the city of Amsterdam called SAIL, where visitors walk along a route while watching and visiting tallships, eating and drinking (https://www.sail.nl/EN-2015). In this specic type of application, travel time information is required to provide information about the delays due to crowding, while the time spent on performing activities does not reflect such crowding effects.In this contribution, we will present a novel statistical approach to estimate travel time distributions from data collected by Wi-Fi sensors.","","en","conference paper","","","","","","","","","","","Transport and Planning","","",""
"uuid:ea6a9339-3f92-49d5-ba35-322745662222","http://resolver.tudelft.nl/uuid:ea6a9339-3f92-49d5-ba35-322745662222","Generalized Adaptive Smoothing Method for State Estimation of Generic Two-Dimensional Flows","Yuan, Y. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","In big cities, the proportion of slow-mode (such as pedestrian) flows in total trip demand is steadily growing every year. Along with this trend, many concerns arise about accessibility and safety. The monitoring and the management of pedestrians serve as a potential solution to maintain the resilience of the transport network. Monitoring and state estimation of pedestrian flows are crucial as a foundation for a successful crowd management support system. This paper focuses on the development of pedestrian state estimation. A two-dimensional (2-D) generalized adaptive smoothing method (2D-GASM) is presented to estimate the full state of an area on the basis of an increasing amount of available pedestrian observations in practice. The 2D-GASM method was developed on the basis of similar concepts in the adaptive smoothing method for motorway traffic, which was based on the characteristic that traffic travels forward in free flow and backward in congestion. The same mechanism is assumed for pedestrian flows. This extension accommodates the 2-D nature of the pedestrian flow and allows for the fusion and filtering of multisource data (e.g., data from counting cameras, data from wireless fidelity sensors, and GPS samples). Although focused on pedestrian flow, the approach is applicable to any generic 2-D flows, including bicyclist or mixed flows. This newly developed method is validated on the basis of trajectory data from a walking experiment at a narrow bottleneck. The test results present promising estimation performance, and possible extensions for future applications are suggested.","","en","journal article","","","","","","","","2018-12-01","","","Transport and Planning","","",""
"uuid:70239986-71a7-4e77-83d1-d5fe85b18acf","http://resolver.tudelft.nl/uuid:70239986-71a7-4e77-83d1-d5fe85b18acf","Delay-compensating strategy to enhance string stability of adaptive cruise controlled vehicles","Wang, M. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning); Shyrokau, B. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics); Happee, R. (TU Delft OLD Intelligent Vehicles & Cognitive Robotics)","","2016","A novel strategy to enhance string stability of autonomous vehicles with sensor delay and actuator lag is proposed based on a model predictive control framework. To compensate sensor delay, the approach entails estimating the (unknown) system state at the current time using the system state in a previous time, the applied control history and a system dynamics model. The actuator lag is compensated by including the lag in the state prediction model. The mathematical framework shows that without the anticipation strategy, sensor delay leads to a worse estimate of the initial condition for the optimal control problem and actuator lag increases the mismatch between the system state prediction model and the actual system behaviour. Simulation verified that sensor delay and actuator lag degrade string stability of platoons. The proposed anticipatory control strategy shows clear benefits in improving autonomous vehicle string stability and hence has potential to enhance traffic flow stability","","en","journal article","","","","","","","","2018-01-01","","Transport and Planning","Transport and Planning","","",""
"uuid:e142cd70-eded-430a-ae91-f415e889ab0c","http://resolver.tudelft.nl/uuid:e142cd70-eded-430a-ae91-f415e889ab0c","Capacity drops at merges: Analytical expressions for multilane freeways","Leclercq, L. (TU Delft Transport and Planning; Université de Lyon); Knoop, V.L. (TU Delft Transport and Planning); Marczak, F (Université de Lyon); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","This paper deals with the derivation of analytical formulae to estimate the effective capacity at freeway merges in a multilane context. It extends two previous papers that are based on the same modeling framework but that are restricted to a single lane on the freeway (or to the analysis of the right lane only). The analytical expression for the one-lane capacity is recursively applied for all lanes. Lane-changing maneuvers (mandatory for the on-ramp vehicles and discretionary for others) are divided into two non-overlapping local merging areas. Discretionary lane-changes are transformed into a lane-changing flow using an appropriate analytical formula. This defines a system of equations whose unknowns are the capacity on all lanes and the inserting flow coming from the on-ramp. A sensitivity analysis shows that vehicle acceleration and the truck ratio are the most influential parameters for the total capacity. The analytical formulae are proven to match with numerical results from a traffic simulator that fully describes vehicle dynamics. Finally, they provide very good estimates when compared to experimental data for an active merge on the M6 freeway in UK.","Freeways; Highway capacity; Lane changing; Mathematical analysis; Merging area; Multilane highways; Sensitivity analysis; traffic flow","en","conference paper","Transportation Research Board (TRB)","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2023-03-06","","","Transport and Planning","","",""
"uuid:4c44d433-d0a2-441e-9206-342ec86bcb7c","http://resolver.tudelft.nl/uuid:4c44d433-d0a2-441e-9206-342ec86bcb7c","Traffic Flow Optimisation at Sags by Controlling the Acceleration of Some Vehicles","Goni Ros, B. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Kitahama, K. (Toyota); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2016","Sags are bottlenecks in freeway networks. Nowadays, there is a growing interest in the development of traffic management measures for sags based on the use of in-car systems. This contribution determines the movements that individual (equipped) vehicles should make in order to minimise congestion. Specifically, we optimise the accelerations of some selected vehicles as they move along a one-lane freeway stretch with a sag, setting as objective the minimisation of total travel time. The optimisation results highlight the relevance of two traffic management strategies: a) motivating drivers to accelerate fast along sags; and b) limiting the inflow to sags. Also, they suggest ways to apply these strategies in practice by regulating the acceleration of vehicles equipped with in-car systems. These results prove the usefulness of the proposed method as a tool for control measure development.","","en","conference paper","Springer","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:5ac24d28-2dab-424e-ae73-bd60206f6138","http://resolver.tudelft.nl/uuid:5ac24d28-2dab-424e-ae73-bd60206f6138","Traffic in the Netherlands 2015","Immers, L.H.; Schuurman, H.; Taale, H.; Wilmink, I.R.; van Katwijk, R.; Hoogendoorn, S.P.; Yuan, Y.","","2015","","","en","report","TrafficQuest","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:4f6ce139-892d-45e9-88f9-e95aef7ed540","http://resolver.tudelft.nl/uuid:4f6ce139-892d-45e9-88f9-e95aef7ed540","Effects of automated driving on traffic flow efficiency: Challenges and recent developments","Varotto, S.F.; Farah, H.; Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.; De Winter, J.C.F.","","2015","","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:31ca3f8e-64b4-40f9-b136-db52ceff2b2c","http://resolver.tudelft.nl/uuid:31ca3f8e-64b4-40f9-b136-db52ceff2b2c","Bounded acceleration capacity drop in a Lagrangian formulation of the kinematic wave model with vehicle characteristics and unconstrained overtaking","Calvert, S.C.; Snelder, M.; Taale, H.; Van Wageningen-Kessels, F.L.M.; Hoogendoorn, S.P.","","2015","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.","raffic modelling; capacity drop; bounded acceleration; kinematic wave model; Lagrangian coordinates; invariant advection","en","conference paper","IEEE","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:b44d4ed3-fa01-460b-bb98-f77663114ca2","http://resolver.tudelft.nl/uuid:b44d4ed3-fa01-460b-bb98-f77663114ca2","Urban Mobility Lab Amsterdam: Begrijpen hoe mobiliteit werkt","Van Oort, N.; Hoogendoorn, S.P.; van Lint, J.W.C.","","2015","Bereikbaarheid en daarmee mobiliteit en transport systemen zijn van vitaal belang van onze steden en regio’s. Verkeer en vervoer spelen een cruciale rol in het mogelijk maken van activiteiten voor mensen en bedrijven. Maatregelen, ingrepen en innovaties laten historisch een verbetering van de bereikbaarheid zien en daarmee van de vrijheid van het uitvoeren van activiteiten op de plaats en tijdstip naar keuze. Dit faciliteert economische groei. Tegelijk staat de groei van mobiliteit op gespannen voet met de leefbaarheid, veiligheid en uiteindelijk ook bereikbaarheid. De relaties tussen economische ontwikkeling, stedelijke planning en bereikbaarheid zijn complex en dynamisch. Belangrijkste reden omdat ze afhangen van gedrag en keuzes van miljoenen kleine en grote keuzes van mensen in de rol van bijv. forens, inwoner, toerist, maar ook politicus en bestuurder. De complexe interacties tussen alle mensen en daarbij hun beslissingen maken het moeilijk keuzes te baseren op verwachtingen voor de toekomst. Om onze inzichten op dit front te vergroten en daarmee beter te kunnen inschatten wat effecten van keuzes speelt data naar onze mening een cruciale rol. Om die reden hebben we het Urban Mobility Lab ontwikkeld. Dit is een project van de derde universiteit van onze hoofdstad: het Amsterdam Institute voor Advanced Metropolitan Solutions (AMS). Het urban mobility lab is een proeftuin vol data over vervoerpatronen in Amsterdam. Daar leren studenten en onderzoekers de kracht van het bewerken, combineren en visualiseren van data. Het Urban Mobility Lab verzamelt zoveel mogelijk data over voetgangers, fietsers, autoverplaatsingen en ov. Multimodaal dus. Belangrijk doel is het interpreteren van de data en kennis ontwikkelen over ons mobiliteitsgedrag. Waarom kiezen mensen voor de auto of de fiets? Welke variabelen spelen een rol bij routekeuze binnen het ov? Hoe werkt de keten fiets-ov? Hoe gedragen mensen zich als ze naar werk gaan, of een evenement bezoeken? Na deze belangrijke stap volgt theorievorming en modellering: hoe kunnen we ons gedrag (wiskundig) beschrijven en modelleren ter vereenvoudiging van de complexe werkelijkheid? Met andere woorden: we gaan vooruitkijken en kunnen gaan sturen. Uiteraard ontwikkelt het Urban Mobility Lab geen alwetende glazen bol. Helaas niet. Steeds realistischere what-if-analyses levert het lab wel. Wat gebeurt er als we een bus vervangen door een tram of andersom? Wat is de invloed van de automatische auto op ov- en fietsgebruik? Tijdens het CVS zal er in de presentatie naast de aanpak uitgebreid stil worden gestaan bij de eerste resultaten en vervolgstappen.","","nl","conference paper","Stichting CVS","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:d5f0ea80-05bd-4d9f-a963-e8700e8219fb","http://resolver.tudelft.nl/uuid:d5f0ea80-05bd-4d9f-a963-e8700e8219fb","De opleving van modellering van langzaam verkeer","De Graaf, S.; Hoogendoorn, S.P.; Barmentlo, H.","","2015","Vrijwel alle gemeenten en regio’s gebruiken strategische verkeersmodellen om hun mobiliteitsbeleid vorm te geven. Deze modellen, zelfs de multimodale, houden echter onvoldoende rekening met fiets- en voetgangersstromen. Vooral nu het bereikbaarheidsbelang van fietsen steeds groter wordt, is dat een vervelend probleem. Hoog tijd dus om werk te maken van de ‘slow modes’ in het (multimodale) verkeersmodel.","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:9d6b7d75-990a-4b66-9149-a413d0e210f0","http://resolver.tudelft.nl/uuid:9d6b7d75-990a-4b66-9149-a413d0e210f0","Vessel Route Choice Theory and Modeling","Shu, Y.; Daamen, W.; Ligteringen, H.; Hoogendoorn, S.P.","","2015","A new maritime traffic model describes vessel traffic in ports and inland waterways better. In this research, vessel behavior is categorized into a tactical level (route choice) and an operational level (dynamics of vessel behavior). This new maritime traffic model comprises two parts. The route choice model resulting in the vessel’s preferred route and the operational model describing the maneuvering behavior, including interactions between vessels. This paper presents the vessel route choice model, which is based on disutility or cost minimization. The cost is determined by characteristics of the infrastructure, such as expected sailing time and distance to the bank. It is assumed that the bridge team will try to follow a preferred route that minimizes the cost to the destination. To calculate this preferred route, the so-called “value function” is defined as the minimum disutility function in continuous time and space. Subsequently, the value function is solved with dynamic programming and a numerical solution approach. Data of unhindered vessel behavior in the Port of Rotterdam, Netherlands, collected with an automatic identification system, are used to calibrate the vessel route choice model. The calibrated results of the route choice model show plausible preferred routes in the research area, which aid understanding of the desired vessel behavior (route). These results could be used to improve vessel traffic management and provide a basis for predicting vessel behavior at the operational level.","","en","journal article","National Academy of Sciences","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:9d17ae8a-c42e-42e8-b181-52c8a31d139e","http://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.","","2015","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.","","en","conference paper","Technical University of Denmark","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:ffc19822-e93b-42be-8154-c7573fd2e83d","http://resolver.tudelft.nl/uuid:ffc19822-e93b-42be-8154-c7573fd2e83d","Metering with Traffic Signal Control: Development and Evaluation of an Algorithm","Taale, H.; Hoogendoorn, S.P.; Legius, P.","","2015","For some on-ramps, which cause congestion on the motorway, it is not possible to install a ramp metering system for geometric or other reasons. But sometimes it is possible to meter traffic with the traffic lights of nearby intersections in such a way that the situation on the motorway improves and on the urban network the situation does not get worse. The research described in this article investigates the use of the traffic lights as metering lights and for this an algorithm was developed. The new control algorithm was tested for a virtual network in a simulation environment. The results show that metering with traffic lights is possible and has potential, but the effectiveness is less compared with regular ramp metering.","metering; traffic signal control; simulation","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:91f082e9-9618-4613-a3ae-8ef40f961fd7","http://resolver.tudelft.nl/uuid:91f082e9-9618-4613-a3ae-8ef40f961fd7","Simulating the Port Wet Infrastructure: Review and Assessment","Bellsolà Olba, X.; Daamen, W.; Vellinga, T.; Hoogendoorn, S.P.","","2015","Since the continuous growth of maritime transportation due to containerization, ports play an increasingly important role in the freight transportation chain. In ports, high vessel flows and implicit higher densities increase the relevance of the non-terminal related operations. A few simulation models have been developed in the recent decades with different aims and scopes, but none of them has been assessed based on their ability to represent real vessel traffic in ports. In this paper, we identify the main navigational processes and operations related to the port wet infrastructure and review and assess the current port simulation models. The survey of models presented represents an exhaustive overview of the current state of the art of port simulation models. Their assessment focuses mainly on which processes and operations are covered by each model, both wet infrastructure and navigational behaviour, and it also considers where models are complementary and how accurately they are able to represent real navigation. A set of elements is defined and divided in two parts for the assessment: wet infrastructure representation and navigational behaviour. This review shows that the influence of infrastructure design or vessel encounter on vessel navigation behaviour and free path choice have not been implemented in port simulations. Future port simulation models should cover these relevant elements, among others also explained, for a more realistic traffic performance.","","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:c6b5c51c-73d6-4986-a71a-0217a64a4867","http://resolver.tudelft.nl/uuid:c6b5c51c-73d6-4986-a71a-0217a64a4867","Validation of serious games","Van der Kooij, K.; Hoogendoorn, E.; Spijkerman, R.; Visch, V.T.","","2015","The application of games for behavioral change has seen a surge in popularity but evidence on the efficacy of these games is contradictory. Anecdotal findings seem to confirm their motivational value whereas most quantitative findings from randomized controlled trials (RCT) are negative or difficult to interpret. One cause for the contradictory evidence could be that the standard RCT validation methods are not sensitive to serious games’ effects. To be able to adapt validation methods to the properties of serious games we need a framework that can connect properties of serious game design to the factors that influence the quality of quantitative research outcomes. The Persuasive Game Design model [1] is particularly suitable for this aim as it encompasses the full circle from game design to behavioral change effects on the user. We therefore use this model to connect game design features, such as the gamification method and the intended transfer effect, to factors that determine the conclusion validity of an RCT. In this paper we will apply this model to develop guidelines for setting up validation methods for serious games. This way, we offer game designers and researchers handles on how to develop tailor-made validation methods.","persuasive game design; serious games; RCT; validation; game research","en","journal article","Serious Games Society","","","","","","","","Industrial Design Engineering","Industrial Design","","","",""
"uuid:05937e23-5b2c-4a9f-8c90-562011b3fcf9","http://resolver.tudelft.nl/uuid:05937e23-5b2c-4a9f-8c90-562011b3fcf9","Eén plus één is drie?","Logghe, S.; Hoogendoorn, S.P.","","2015","De verkeersinformatie die we uit smartphones en in-car systemen kunnen afl eiden, zijn op zichzelf al een belangrijke aanvulling op de informatie die wegkantdetectie oplevert. Maar écht interessant wordt het als we de zogenaamde floating device data en wegkantdata fuseren. Wat komt daarbij kijken? Welke kansen biedt het? En welke stappen moeten we nog nemen om die kansen ook te verzilveren?","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:63936f26-f4c3-44ed-ab68-d822baedfcf4","http://resolver.tudelft.nl/uuid:63936f26-f4c3-44ed-ab68-d822baedfcf4","Operational model for vessel traffic using optimal control and calibration","Shu, Y.; Daamen, W.; Ligteringen, H.; Hoogendoorn, S.P.","","2015","Due to the ever-increasing economic globalization, the scale of transportation through ports and waterways has increased sharply. As the capacity of maritime infrastructure in ports and inland waterways is limited, it is important to simulate vessel behavior to balance safety and capacity in restricted waterways. Currently many existing vessel simulation models focus mainly on vessel dynamics and maritime traffic in the open ocean. These models are, however, inapplicable to simulating vessel behavior in ports and inland waterways, because behavior in such areas can be influenced by many factors, such as waterway geometry, external conditions and human factors. To better simulate vessel behavior in ports and waterways, we developed a new maritime traffic model by adapting the theory of pedestrian models. This new model comprises two parts: the Route Choice Model and the Operational Model. The Route Choice Model has been demonstrated and calibrated in our recent study, in which the desired speed is generated. This paper presents the second part of the model, the Operational Model, which describes vessel behavior based on optimal control by using the output of the Route Choice Model. The calibration of the Operational Model is carried out as well. In the Operational Model, the main behavioral assumption is that all actions of the bridge team, such as accelerating and turning, are executed to force the vessel to sail with the desired speed and course. In the proposed theory, deviating from the desired speed and course, accelerating, decelerating and turning will provide disutility (cost) to the vessel. By predicting and minimizing this disutility, longitudinal acceleration and angular acceleration can be optimized. This way, the Operational Model can be used to predict the vessel speed and course. Automatic Identification System (AIS) data of unhindered vessel behavior in the Port of Rotterdam, the Netherlands, were used to calibrate the Operational Model. The calibration results produced plausible parameter values that minimized the objective function. The paths generated with these optimal parameters corresponded reasonably well to the actual paths.","vessel operation; operational model; optimal control; calibration; waterways; ports","en","journal article","Maritime University of Szczecin (MUS)","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:d574bd31-b957-4728-8250-bc4ff6a8a82e","http://resolver.tudelft.nl/uuid:d574bd31-b957-4728-8250-bc4ff6a8a82e","Estimating port network traffic capacity","Bellsola Olba, X.; Daamen, W.; Vellinga, T.; Hoogendoorn, S.P.","","2015","Port capacity is a relevant parameter to estimate the expected performance of a port facility. Many simulation models have been used to predict traffic in ports and waterways, but they do not include provisions for estimating the port’s capacity. The innovative method presented here determines a Port Network Traffic Capacity (PNTC) based on simulation. This method estimates PNTC given the configuration and processing characteristics of the port. It can be a useful tool to apply while designing ports, because only a limited number of simulations are required to estimate of the capacity of the infrastructure under consideration.","port capacity; network capacity; simulation; ports; waterways; traffic","en","journal article","Maritime University of Szczecin (MUS)","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:e6be8ccf-8649-42cf-b340-5d73b66fc174","http://resolver.tudelft.nl/uuid:e6be8ccf-8649-42cf-b340-5d73b66fc174","Verkeer in Nederland 2015","Immers, L.H.; Schuurman, H.; Taale, H.; Wilmink, I.R.; van Katwijk, R.; Hoogendoorn, S.P.; Yuan, Y.","","2015","2013 was nog het jaar van minder files en minder reistijdverlies, wat weer ten dele samenhing met ‘minder economie’. Maar voor 2014 was een kleine kentering voorzien: er werd weer meer verkeer en ook meer congestie opde Nederlandse wegen verwacht. In hoeverre is die voorspelling uitgekomen? En hoe staat het eigenlijk met de verkeersveiligheid en leefbaarheid? In dit eerste hoofdstuk zetten we de cijfers op een rij.","","nl","report","TrafficQuest","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:f8ea4f39-a309-4204-9ea5-11f42ce5c752","http://resolver.tudelft.nl/uuid:f8ea4f39-a309-4204-9ea5-11f42ce5c752","Vessel classification method based on vessel behavior in the port of Rotterdam","Zhou, Y.; Daamen, W.; Vellinga, T.; Hoogendoorn, S.P.","","2015","AIS (Automatic Identification System) data have proven to be a valuable source to investigate vessel behavior. The analysis of AIS data provides a possibility to recognize vessel behavior patterns in a waterway area. Furthermore, AIS data can be used to classify vessel behavior into several categories. The analysis results would help the port authority and other equivalent parties in port design and optimization or marine traffic management. For researchers, it provides a systematic way to understand, simulate and predict vessel behavior. This paper focuses on vessel classification in the Botlek area, Rotterdam from the perspective of vessel behavior. In this paper, the vessel properties, including vessel type, GT (Gross Tonnage), length and beam, have been analyzed to investigate the vessel behavior, which is described by four factors including heading, COG (Course over Ground), SOG (Speed over Ground), and position. In order to discover the behavior patterns in normal situations, several thresholds are set in order to filter the collected AIS data to define such situations. By plotting the AIS data, behavioral changes with the changes of properties have been observed. Hence, the correlations between vessel behavior and different vessel properties are investigated. The results reveal that a vessel’s sailing position and COG are both strongly determined by beam, while SOG is affected by GT. For the heading of a vessel, no obvious correlation with any vessel property is found. Each behavioral factor is clustered according to the correlated vessel property. This way, the criteria to classify the vessels are determined. The vessel classification results based on their behavior would likely to lead to more consistency in the analysis, simulation and prediction of the vessel behavior. The reason is that the development of such a simulation model is based on a systematic recognition of the vessel behavior patterns.","AIS; data analysis; vessel classification; vessel behavior; port; classification method","en","journal article","Maritime University of Szczecin (MUS)","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:bc31ea10-bc05-42f7-acd8-1a810ecac47c","http://resolver.tudelft.nl/uuid:bc31ea10-bc05-42f7-acd8-1a810ecac47c","Methodische Verkenning Zelfrijdende Auto's en Bereikbaarheid","Snelder, M.; Van Arem, B.; Hoogendoorn, R.G.; Van Nes, R.","","2015","De verwachting is dat de zelfrijdende auto op termijn gaat bijdragen aan het verbeteren van de doorstroming, de verkeersveiligheid en de leefbaarheid. Zodra de zelfrijdende auto een substantiële trend is, wordt deze meegenomen in de afwegingen voor nieuwe infrastructuur, onder andere via de Nationale Markt en Capaciteits-Analyse (NMCA). Om hier klaar voor te zijn is een verkenning uitgevoerd naar de manier waarop de bereikbaarheids- en doorstromingseffecten van zelfrijdende auto's met het LMS kunnen worden berekend en het soort effecten dat zich voor kan doen. Bij de verkenning is een literatuurstudie uitgevoerd, is een expertsessie georganiseerd en zijn vijf verkennende modelruns met het LMS uitgevoerd: Run 1: afname van de capaciteit van het hoofdwegennetwerk met 5% (als de volgtijden groter worden). Run 2: toename van de capaciteit van het hoofdwegennetwerk met 15% (als de volgtijden kleiner worden). Run 3: combinatie run 2 + afname van de ruimte die vrachtwagens innemen ten opzichte van personenauto’s (pae-factor) als gevolg van pelotonvorming van het vrachtverkeer. Run 4: combinatie run 2 +toename van de capaciteit op het onderliggend wegennetwerk met 10%. Run 5: combinatie run 4 + afname van de tijdwaardering van woon-werk en zakelijk verkeer omdat de tijd in de auto alternatief kan worden besteed. Uit de literatuurstudie, de expertsessie en modelruns is gebleken dat de huidige versie van het LMS niet toereikend is om het effect van zelfrijdende auto’s te bepalen. Om in 2016 het effect van zelfrijdende auto’s op de doorstroming en bereikbaarheid in de NMCA wel te kunnen modelleren voor het zichtjaar 2040 is daarom een aanzet tot een onderzoeksagenda gemaakt. Hierbij is onderscheid gemaakt naar scenario’s, de doorvertaling daarvan naar modelinvoer voor het LMS en de modellering in het LMS zelf. De uitvoer van de modelruns is gebruikt om te analyseren wat voor soort effecten kunnen optreden. De verkenning biedt dus nog geen betrouwbaar inzicht in de omvang van de effecten die kunnen optreden omdat daarvoor eerst de modelinvoer en de modellering moet worden verbeterd. Deze samenvatting richt zich op de onderzoeksagenda waarbij de belangrijkste conclusies uit het literatuuronderzoek, de expertsessie en de modelruns als basis voor de agenda zijn samengevat. Uit het literatuuronderzoek en de expertsessie is gebleken dat de rijtaken op het hoofdwegennetwerk eerder geheel of partieel worden overgenomen dan op het onderliggend wegennetwerk en pelotonvorming van het vrachtverkeer zal zich op de snelwegen concentreren. Op basis van deze verwachting zijn de onderwerpen op de onderzoeksagenda geprioriteerd: P1: Hoge prioriteit omdat ook bij de lagere niveaus van automatisering effect wordt verwacht. P2: Lagere prioriteit omdat alleen bij de hogere niveaus van automatisering effect wordt verwacht. De aanbevelingen voor de onderzoeksagenda zijn opgesteld voor de situatie waarin zelfrijdende auto’s een substantiële rol gaan spelen. Om het effect van zelfrijdende auto’s goed te kunnen modelleren zijn aanzienlijke ingrepen in delen van het LMS nodig zoals aangegeven in enkele aanbevelingen. Mocht echter blijken dat de verwachte aandelen van zelfrijdende auto’s beperkt zijn, dan kan in een aantal gevallen voor pragmatische oplossingen worden gekozen.","zelfrijdende auto's","nl","report","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:cfe6d923-6676-4cf7-b60d-a4ab1a949dad","http://resolver.tudelft.nl/uuid:cfe6d923-6676-4cf7-b60d-a4ab1a949dad","An Area-Aggregated Dynamic Traffic Simulation Model","Knoop, V.L.; Hoogendoorn, S.P.","","2015","Microscopic and macroscopic dynamic traffic models not fast enough to run in an optimization loop to coordinate traffic measures over areas of twice a trip length (50x50 km). Moreover, in strategic planning there are models with a spatial high level of detail, but lacking the features of traffic dynamics. This paper introduces the Network Transmission Model (NTM), a model based on areas, exploiting the Macroscopic or Network Fundamental Diagram (NFD). For the first time, a full operational model is proposed which can be implemented in a network divided into multiple subnetworks, and the physical properties of spillback of traffic jams for subnetwork to subnetwork is ensured. The proposed model calculates the traffic flow between to cell as the minimum of the demand in the origin cell and the supply in the destination cell. The demand first increasing and then decreasing as function of the accumulation in the cell; the supply is first constant and then decreasing as function of the accumulation. Moreover, demand over the boundaries of two cells is restricted by a capacity. This system ensures that traffic characteristics move forward in free flow, congestion moves backward and the NFD is conserved. Adding the capacity gives qualitatively reasonable effects of inhomogeneity. The model applied on a test case with multiple destinations, and re-routing and perimeter control are tested as control measures.","traffic simulation; traffic dynamics; network dynamics; network fundamental diagram; macroscopic fundamental diagram","en","journal article","Delft University of Technology, Transport and Logistics Group","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:4787fb7d-3ff8-447a-acc9-4296d3628028","http://resolver.tudelft.nl/uuid:4787fb7d-3ff8-447a-acc9-4296d3628028","Slimmer aansturen van Adaptive Cruise Control-systemen","Wang, M.; Hoogendoorn, S.; Van Arem, B.; Daamen, W.","","2015","","","en","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:885d2fc4-28d0-4653-9211-a2f3b812da8e","http://resolver.tudelft.nl/uuid:885d2fc4-28d0-4653-9211-a2f3b812da8e","Vessel route choice theory and modeling","Shu, Y.; Daamen, W.; Ligteringen, H.; Hoogendoorn, S.P.","","2015","","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:63a8269c-0726-479c-a5db-003c4128d6f1","http://resolver.tudelft.nl/uuid:63a8269c-0726-479c-a5db-003c4128d6f1","Connected variable speed limits control and vehicle acceleration control to resolve moving jams","Wang, M.; Daamen, W.; Hoogendoorn, S.P.; Van Arem, B.","","2015","The vision of intelligent vehicles traveling in road networks has prompted numerous concepts to control future traffic flow, one of which is the in-vehicle actuation of traffic control signals. The key of this concept is using intelligent vehicles as actuators for traffic control systems, replacing the traditional road-side systems. Under this concept, the authors design and test a control system that connects a traffic controller with in-vehicle controllers with Vehicle-to-Infrastructure communications. The link-level traffic controller regulates traffic speeds through variable speed limits (VSL) gantries to resolve stop-and-go waves, while intelligent vehicles control accelerations through vehicle propulsion and brake systems to optimize their local situations. It is assumed that each intelligent vehicle receives VSL commands from the traffic controller and uses them as variable parameters for the local vehicle controller. Feasibility and effectiveness of the connected control paradigm are tested in simulation on a two-lane freeway stretch with intelligent vehicles randomly distributed among human-driven vehicles. Simulation shows that the connected VSL and vehicle control system improves traffic efficiency and sustainability, i.e. total time spent in the network and average fuel consumption rate are reduced compared to (uncontrolled and controlled) scenarios with 100% human drivers and to uncontrolled scenarios with the same intelligent vehicle penetration rates.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:6c7e212d-e024-41eb-8e86-1ccc7d0b7312","http://resolver.tudelft.nl/uuid:6c7e212d-e024-41eb-8e86-1ccc7d0b7312","Heterogeneous Port Traffic of Ships and Seaplanes and its Simulation","Zhou, Y.; Weng, J.; Daamen, W.; Vellinga, T.; Hoogendoorn, S.P.","","2015","","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:5da5eb89-ae79-42a7-bbdd-f3db02efae79","http://resolver.tudelft.nl/uuid:5da5eb89-ae79-42a7-bbdd-f3db02efae79","Advanced Traffic Data for Dynamic Origin-Destination Demand Estimation: State of the Art and Benchmark Study","Djukic, T.; Barcelo, J.; Bullejos, M.; Montero, L.; Cipriani, E.; Van Lint, J.W.C.; Hoogendoorn, S.P.","","2015","In this paper, the use of advanced traffic data is discussed to contribute to the ongoing debate about their applications in dynamic origin-destination (OD) estimation. This is done by discussing the advantages and disadvantages of traffic data with support of the findings of a benchmark study. The benchmark framework is designed to assess the performance of the dynamic OD estimation methods using different traffic data. Results show that despite the use of traffic condition data to identify traffic regime, the use of unreliable prior OD demand has a strong influence on estimation ability. The greatest estimation occurs when the prior OD demand information is aligned with the real traffic state or omitted and using information from automatic vehicle identification (AVI) measurements to establish accurate and meaningful values of OD demand. A common feature observed by methods in this paper indicates that advanced traffic data require more research attention and new techniques to turn them into usable information.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:394e52e4-89a9-4dd2-9921-cd661f833772","http://resolver.tudelft.nl/uuid:394e52e4-89a9-4dd2-9921-cd661f833772","Empirical longitudinal driving behaviour in case of authority transitions between adaptive cruise control and manual driving","Varotto, S.F.; Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.","","2015","Automated vehicles are expected to have a substantial impact on traffic flow efficiency, safety levels and levels of emissions. However, Fields Operational Tests suggest that drivers may prefer to disengage Adaptive Cruise Control (ACC) and resume manual control in dense traffic conditions and before performing manoeuvres such as lane changing. These so-called authority transitions can have substantial effects on traffic flow. To gain insight into these effects, a better understanding is needed of the relationships between these transitions, longitudinal dynamics of vehicles and behavioural adaptations of drivers. In this context, a driving simulator experiment was set-up to gain insight into the effects of authority transitions between ACC and manual driving on longitudinal dynamics of vehicles. Participants were assigned to one of three conditions randomly. In the control condition, participants drove manually. In the first experimental condition, a sensor failure was simulated at a specific location after which drivers were expected to resume manual control. In the second experimental condition, drivers switched ACC off and on pressing a button whenever they desired. Statistical tests indicate that the distributions of speed, acceleration and time headway significantly differ between the three conditions. In the first experimental condition, the speed drops after the sensor failure and the time headway increases after the discretionary re-activation of ACC. These results seem to be consistent with previous findings and suggest that authority transitions between ACC and manual driving influence significantly the longitudinal dynamics of vehicles, potentially mitigating the expected benefits of ACC on traffic flow efficiency.","authority transitions; Adaptive Cruise Control; driving simulator experiment; longitudinal driving behaviour","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:21175cac-6f10-4393-8a07-751574ef7927","http://resolver.tudelft.nl/uuid:21175cac-6f10-4393-8a07-751574ef7927","Using Bluetooth and WiFi to unravel real-world slow mode activity travel behaviour","van den Heuvel, Jeroen P.A. (TU Delft Transport and Planning; N.V. Nederlandse Spoorwegen); Ton, D. (N.V. Nederlandse Spoorwegen); Hoogendoorn, S.P. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning)","","2015","Slow modes have an increasing share in urban mobility. The lack of accurate revealed data has so far hampered scientific research aimed at unravelling slow mode mobility.
Multiple types of data can be collected to gain better insight into slow mode transport and traffic operations, such as counts on specific locations (cross-sections), distributions of flows over the network and dynamics thereof. Typical data collection techniques for vehicular traffic, such as induction loops, cannot be applied, among other things due to the fact that slow modes are not restricted to lanes. Therefore, other, non-intrusive, ways to collect these data need to be investigated.In our paper we look at the applicability of Bluetooth (BT) and WiFi sensors to collect data on pedestrian and cycle flows, using two case studies. The first case study covers the data filtering process, to come from the raw sensor data to the information necessary for behavioural research. It describes the application of 9 sensors in the inner city of Amsterdam. The second case study deals with a BT/WiFi sensor network, installed in the station of Utrecht, the Netherlands. Using these data, we have successfully estimated choice models for the route choice and activity choice behaviour of departing train travellers, showing the potential use of BT/WiFi as a (revealed) data source for modelling travel behaviour in a station.","","en","conference paper","","","","","","","","","","Transport and Planning","Transport and Planning","","",""
"uuid:519ed184-0425-40f7-a570-ec215a148493","http://resolver.tudelft.nl/uuid:519ed184-0425-40f7-a570-ec215a148493","Traffic dynamics: Its impact on the macroscopic fundamental diagram","Knoop, V.L. (TU Delft Transport and Planning); van Lint, J.W.C. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2015","Literature shows that–under specific conditions–the Macroscopic Fundamental Diagram (MFD) describes a crisp relationship between the average flow (production) and the average density in an entire network. The limiting condition is that traffic conditions must be homogeneous over the whole network. Recent works describe hysteresis effects: systematic deviations from the MFD as a result of loading and unloading.
This article proposes a two dimensional generalization of the MFD, the so-called Generalized Macroscopic Fundamental Diagram (GMFD), which relates the average flow to both the average density and the (spatial) inhomogeneity of density. The most important contribution is that we show this is a continuous function, of which the MFD is a projection. Using the GMFD, we can describe the mentioned hysteresis patterns in the MFD. The underlying traffic phenomenon explaining the two dimensional surface described by the GMFD is that congestion concentrates (and subsequently spreads out) around the bottlenecks that oversaturate first. We call this the nucleation effect. Due to this effect, the network flow is not constant for a fixed number of vehicles as predicted by the MFD, but decreases due to local queueing and spill back processes around the congestion “nuclei”. During this build up of congestion, the production hence decreases, which gives the hysteresis effects.","Macroscopic Fundamental Diagram; Network fundamental diagram; Traffic inhomogeneity; Traffic dynamics","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2015-12-29","","","Transport and Planning","","",""
"uuid:0092358c-7972-4191-8c12-45758b143c58","http://resolver.tudelft.nl/uuid:0092358c-7972-4191-8c12-45758b143c58","Capacity drop: Relationship between speed in congestion and the queue discharge rate","Yuan, K. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2015","It has been empirically observed for years that the queue discharge rate is lower than the prequeue capacity. This difference is called the capacity drop. The magnitude of capacity drop varies over a wide range, depending on the local traffic conditions. However, it is unknown what determines the capacity drop value. No thorough empirical analysis has yet revealed a reliable relationship between the capacity drop and the congestion level. This paper fills the gap by revealing, through empirical analysis, the relationship between vehicle speed in congestion and the queue discharge rate. The research studies congested states in which speed ranges from 6 to 60 km/h. The queue discharge rate is shown to increase considerably with increasing speed in the congestion. In contrast to previous research, this study bases the relationship on empirical data collected on freeways, and the data present a sufficiently large observation sample. A discussion about the influence of weather and study site characteristics on the discharge rate indicates that the relationship needs site-specific calibrations. This study provides a better prediction of capacity drop and a better theoretical understanding of the fluctuations in capacity drop.","CWTS JFIS < 0.75","en","journal article","","","","","","Green Open Access added to TU Delft Institutional Repository ‘You share, we take care!’ – Taverne project https://www.openaccess.nl/en/you-share-we-take-care Otherwise as indicated in the copyright section: the publisher is the copyright holder of this work and the author uses the Dutch legislation to make this work public.","","2015-07-01","","","Transport and Planning","","",""
"uuid:ac38fdd1-7335-4222-9ac0-2e0da53458e7","http://resolver.tudelft.nl/uuid:ac38fdd1-7335-4222-9ac0-2e0da53458e7","Capacity drop: A relation between the speed in congestion and the queue discharge rate","Yuan, K. (TU Delft Transport and Planning); Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2015","It has been empirically observed for years that the queue
discharge rate is lower than the pre-queue capacity. This is
called the capacity drop. The magnitude of capacity drop varies over a wide range depending on the local traffic conditions. However, up to now it is unknown what determines the capacity drop value. In fact, there is still no thorough empirical analysis revealing a reliable relation between the congestion level and the capacity drop. This paper tries to fill in the gap by revealing the relation between the vehicle speed in congestion and the queue discharge rate
through empirical analysis. The queue discharge rate is shown to increase considerably with increasing speed in the congestion. This finding indicates a promising speed-control scheme for increasing queue discharge rates.","","en","poster","","","","","","","","","","","Transport and Planning","","",""
"uuid:02e80f24-b6ee-45c4-b776-4a241f85cffb","http://resolver.tudelft.nl/uuid:02e80f24-b6ee-45c4-b776-4a241f85cffb","Proposition and testing of a conceptual model describing the movement of individual pedestrians within a crowd","Duives, D.C. (TU Delft Transport and Planning); Daamen, W. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2015","Our understanding of crowd movements has rapidly improved over the course of the last decades. This study shows that the empirical research has not kept up with the pace of the simulation studies. Based on an extensive literature review, this study proposes a conceptual model describing the movements of individuals within a crowd. The model features the relationships between the macroscopic flow variables and characteristics of the pedestrians, their physiologic environment and the surrounding infrastructure in which they reside. Using trajectory data sets gathered during large-scale pedestrian events in the Netherlands, The conceptual model has been statistically tested. The results show that the proposed framework is capable of explaining trends featured by the macroscopic flow variables based on the before mentioned characteristics.","empirical research; framework; large scale events; operational pedestrian movement dynamics","en","conference paper","Elsevier","","","","","","","","","","Transport and Planning","","",""
"uuid:fbaea87c-52fc-4336-82a4-a1dadaab41ad","http://resolver.tudelft.nl/uuid:fbaea87c-52fc-4336-82a4-a1dadaab41ad","Macroscopic Traffic Dynamics with Heterogeneous Route Patterns","Leclercq, L. (TU Delft Transport and Planning; Université de Lyon); Parzani, Céline (Université de Lyon); Knoop, V.L. (TU Delft Transport and Planning); Amourette, Jennifer (Université de Lyon); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2015","This paper investigates at an aggregated (macroscopic) scale the effects of route patterns on a road network. Four main variables are considered: the production, the mean speed, the outflow and the mean travel distance. First, a simple network with heterogeneous travel distances between origins and destinationsis studied by simulation. It appears that the mean travel distance is not only very sensitive to the changes in the origin-destination (OD) matrix but also to the internal traffic conditions within the network. When this distance is assumed constant as usual in the literature, significant errorsmayappearwhen estimating the outflow at the network perimeter. The OD matrix also modifies the shape of the macroscopic fundamental diagram (MFD) to a lesser extend. Second, a new modelling framework is proposed to account for multiple macroscopic routes within reservoirs (spatial aggregates of road network) in the context of MFD simulation. In contrast to existing works, partial accumulations are defined per route and traffic waves are tracked at this level. This leads to a better representation of wave propagation between the reservoir frontiers. A Godunov scheme is combined to a HLL Riemannapproximate solver in order to derive the model numerical solutions. The accuracy of theresulting scheme is assessed for several simple cases. The new framework is similar to some multiclass models that have been elaborated in the context of link traffic dynamics.","macroscopic fundamental diagram; macroscopic origin-destination; macroscopic traffic simulation; mean spatial speed; mean travel distance; networkfundamental diagram; route choices; traffic dynamics; travel production","en","conference paper","Elsevier","","","","","","","","","","Transport and Planning","","",""
"uuid:013ce5b7-dccf-4207-a1c5-e0d1ce62e2e1","http://resolver.tudelft.nl/uuid:013ce5b7-dccf-4207-a1c5-e0d1ce62e2e1","Slim bufferen op het stedelijk wegennet","Hoogendoorn, S.","","2014","","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:260c7445-ef07-41da-8135-c43819b942e6","http://resolver.tudelft.nl/uuid:260c7445-ef07-41da-8135-c43819b942e6","Data fusion solutions to compute performance measures for urban arterials","Van Lint, J.W.C.; Bertini, R.L.; Hoogendoorn, S.P.","","2014","","","en","conference paper","Transportation Research Board","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:741d509c-4157-46e5-9b14-926ab5e95f11","http://resolver.tudelft.nl/uuid:741d509c-4157-46e5-9b14-926ab5e95f11","Praktijkproef Amsterdam: Netwerkmanagement van tekentafel naar operationeel bedrijf","Van Kooten, J.; Hoogendoorn, S.P.","","2014","","","nl","journal article","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:e4b70120-d70f-4c25-9096-4bd052c8dc28","http://resolver.tudelft.nl/uuid:e4b70120-d70f-4c25-9096-4bd052c8dc28","Destination celled platooning of cooperative adaptive cruise control vehicles for high-performance traffic streams","Xiao, L.; Hoogendoorn, R.G.; Van Arem, B.","","2014","","","en","conference paper","Transportation Research Board TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:36d999bf-c863-4260-8976-c4f7d65175b0","http://resolver.tudelft.nl/uuid:36d999bf-c863-4260-8976-c4f7d65175b0","Capacity drop: A comparison between stop-and-go wave and standing queue at lane-drop bottleneck","Yuan, K.; Knoop, V.L.; Leclercq, L.; Hoogendoorn, S.P.","","2014","In freeways, the maximum traffic flow through a bottleneck is usually higher than the outflow of congestion there. This phenomenon is called the capacity drop. In literature, there are considerable debates about the mechanism causing this phenomenon. This paper studies the mechanism by analyzing real life data of two different days. The traffic states downstream of a lane drop are analyzed. It is observed that the outflow of a stop-and-go wave on the three-lane section is lower than that of a standing queue upstream the lane-drop bottleneck. A more detailed analysis shows the phenomenon on lane level. Finally, two days’ data shows a common feature on flow distribution over lanes. This finding shows that even in congestion states, the flow in shoulder lane (slow lane) can be lower than that in other lanes in the three-lane section due to lower density. Moreover, it is found that close to the bottleneck, a larger part of the flow is in the median lane. After several hundred meters the lane flow distribution normalizes to equilibrium, indicating much lane changing out of the median lane directly downstream of the lane-drop bottleneck. At four-lane section upstream the bottleneck, a large number of lane changes occur there. The understanding of the mechanism behind the capacity drop, as well as the sizes of the capacity drop might lead to measures to reduce delay. Moreover, the flow distribution can contribute to lane changing models closely resembling reality.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:a7f282c4-a278-4640-87ad-b613b31d93c7","http://resolver.tudelft.nl/uuid:a7f282c4-a278-4640-87ad-b613b31d93c7","Stedelijk verkeersmanagement: Problemen van nu en richtingen voor de toekomst","Immers, B.; Taale, H.; Hoogendoorn, S.P.; Wilmink, I.; Van Katwijk, R.; Knoop, V.L.; Schuurman, H.","","2014","","","nl","journal article","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:5bbd9737-59ae-43e2-a69d-549b698a38f0","http://resolver.tudelft.nl/uuid:5bbd9737-59ae-43e2-a69d-549b698a38f0","Data fusion solutions to compute performance measures for urban arterials","Van Lint, J.W.C.; Bertini, R.L.; Hoogendoorn, S.P.","","2014","One of the key problems faced by traffic management operators of large urban traffic networks is the lack of sufficient data to compute performance indicators. These indicators, such as travel time, queue length, loss hours, total time spent, are useful for both offline evaluation purposes, as well as online traffic control applications. In the latter case, such data is particularly of use in coordination algorithms that require information on the number of vehicles present or queuing in certain areas. This information in turn is used for example to assess the amount of buffer space available to temporarily store or reroute vehicles from more densely used parts of the network. Computing the amount of vehicles present or queuing in a certain area requires, of course, counting the number of vehicles that enter or exit that area. In this extended abstract we show how through fusing vehicle counts and travel times (measured by any means available), the well-known drift-error can be reduced to virtually zero. In the complete paper we show how this algorithm fits in a wider suite of data fusion tools to compute urban traffic performance indicators on the basis of multiple sources of data","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:f048c8a8-283f-4699-a7e8-88488a6c358f","http://resolver.tudelft.nl/uuid:f048c8a8-283f-4699-a7e8-88488a6c358f","Het effect van informatie op routekeuze","Moraes Ramos, G.; Daamen, W.; Hoogendoorn, S.P.","","2014","","","nl","journal article","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:8b6f2c10-66b3-45ab-9d4b-82af87ebc172","http://resolver.tudelft.nl/uuid:8b6f2c10-66b3-45ab-9d4b-82af87ebc172","Stedelijk verkeersmanagement: Problemen van nu en richtingen voor de toekomst","Immers, B.; Taale, H.; Hoogendoorn, S.P.","","2014","Na een lange periode gekenmerkt door suburbanisatie staat de stad weer volop in de belangstelling. Het inwonertal neemt weer toe en vooral jongeren vestigen zich in de stad. Deze ontwikkeling heeft grote gevolgen voor de stedelijke mobiliteit. Welke rol moet en kan stedelijk verkeersmanagement spelen bij het faciliteren van de vraag naar mobiliteit? Dit paper gaat in op deze vraag door eerst te kijken naar de kenmerken van stedelijk verkeer. Stedelijk verkeer is niet hetzelfde als snelwegverkeer. Stedelijke ontwikkelingen en trends wijken af van landelijke ontwikkelingen en daarnaast zijn er grote verschillen tussen stedelijke en landelijke transportsystemen, zowel qua vormgeving als qua gebruik en aansturing. Hierbij kan gedacht worden aan de aanwezigheid van gemengd verkeer met verschillende groepen weggebruikers, het regelen van kruispunten en prioriteiten daarin, stedelijke distributie en de samenwerking tussen verschillende wegbeheerders. Op basis van deze kenmerken worden vervolgens relevante issues besproken aan de hand van vier invalshoeken: mobiliteitsproblemen, maatschappelijke en technologische trends en problemen die optreden bij de implementatie van oplossingen. Enkele belangrijke issues zijn de verkeersveiligheid, prioritering van de verschillende modaliteiten, de opkomst van de e-society en complexiteit van stedelijk verkeer. Deze issues leveren een opgave voor stedelijk verkeersmanagement op, waarvan de drie belangrijkste onderwerpen zijn de monitoring en evaluatie van verkeersmanagement, het beheer en onderhoud van verkeersmanagementsystemen en de openheid, kwaliteit en beschikbaarheid bij het inwinnen, verwerken en uitwisselen van data. Tenslotte worden aan deze opgave acties gekoppeld die nodig zijn om stedelijk verkeersmanagement een duidelijke richting te geven, waarbij alle betrokken partijen een belangrijke rol moeten spelen en waarbij afstemming met mobiliteitsmanagement ook nodig en nuttig is. Stedelijk verkeersmanagement mag dan wel afwijken van verkeersmanagement op het hoofdwegennet, aan de poort van de stad ontmoeten ze elkaar en een zorgvuldige onderlinge afstemming is dan ook zeer gewenst.","","nl","conference paper","Stichting CVS","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:26380083-8ffc-41b7-b30e-1b8f370ddec4","http://resolver.tudelft.nl/uuid:26380083-8ffc-41b7-b30e-1b8f370ddec4","Mainstream traffic flow control at sags","Goni Ros, B.; Knoop, V.L.; Van Arem, B.; Hoogendoorn, S.P.","","2014","Sags are freeway sections along which the gradient changes significantly from downwards to upwards. The capacity of sags is considerably lower than the capacity of normal sections. Consequently, sags are often freeway bottlenecks. Recently, several control measures have been proposed to improve traffic flow efficiency at sags. Those measures generally aim to increase the capacity of the bottleneck and/or to prevent traffic flow perturbations in nearly-saturated conditions. This paper presents an alternative type of measure based on the concept of mainstream traffic flow control. The proposed control measure regulates the traffic density at the bottleneck area in order to keep it below the critical density, hence preventing traffic from breaking down while maximizing outflow. Density is regulated by means of a variable speed limit section that regulates the inflow to the bottleneck. Speed limits are selected based on a feedback control law. We evaluate the effectiveness of the proposed control strategy by means of a simple case study using microscopic traffic simulation. The results show a significant increase in bottleneck outflow, particularly during periods of high demand, which leads to a considerable decrease in total delay. This finding suggests that mainstream traffic flow control strategies using variable speed limits have the potential to substantially improve the performance of freeway networks containing sags.","","en","conference paper","Trail","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:08b4ae06-b920-4bb7-94c3-9184d13eaaf1","http://resolver.tudelft.nl/uuid:08b4ae06-b920-4bb7-94c3-9184d13eaaf1","Emergency evacuation of Tehran city: Simulation results","Joueiai, M.; Van Lint, J.W.C.; Hoogendoorn, S.P.; Pouya, N.","","2014","Tehran is capital of Iran in wide metropolitan area. Large-scale disasters such as earthquakes in such a city cause many casualties and economical damage. One of the most effective risk mitigation actions in such disasters is emergency evacuation. This paper evaluates the dynamics of the vehicular traffic of Tehran under an evacuation condition. The main arterials of the city of Tehran are simulated by a macroscopic traffic flow simulation model (FastLane). The dynamics of traffic in the network are assessed by means of the Network Fundamental Diagram under different loading durations. Simulation results confirm the effect of loading duration and spatial spread of density on network performance. As was previously suggested in the literature, increasing loading duration leads to higher average network flow in the recovery phase compared to maximum network flow in the loading phase. Furthermore, simulation results demonstrate a clear decrease of average velocity by increasing the spatial spread of the densities in the network. These results can be used when making decisions regarding emergency evacuation plans for the city of Tehran.","","en","conference paper","Trail","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:1ef79a77-c274-4ec0-a3e3-32a2d84f892f","http://resolver.tudelft.nl/uuid:1ef79a77-c274-4ec0-a3e3-32a2d84f892f","Human Factors of Automated Driving: Predicting the Effects of Authority Transitions on Traffic Flow Efficiency","Varotto, S.F.; Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.","","2014","Automated driving potentially has a significant impact on traffic flow efficiency. Automated vehicles, which possess cooperative capabilities, are expected to reduce congestion levels for instance by increasing road capacity, by anticipating traffic conditions further downstream and also by accelerating the clearance of congestion. However, the effects of automation on traffic flow efficiency may be considerably influenced by human factors such as user acceptance and behavioural adaptations of drivers. Under certain traffic situations, drivers could prefer to disengage the automated system and transfer to a lower level of automation or are forced to switch off by the system (e.g. in case of sensor failure). These transitions between different levels of automation are called authority transitions and can significantly affect the longitudinal and lateral dynamics of vehicles. Microscopic simulation software packages can be used to ex ante evaluate the impact of automated vehicles on traffic flow efficiency. Currently, mathematical models describing car-following and lane changing behaviour are not able to adequately describe and predict authority transitions. In order to develop an adequate model of driving behaviour for automated vehicles including these authority transitions, an empirically underpinned theoretical framework is needed where human factors are accounted for. In the proposed research, we aim at developing this theoretical framework, which serves as the basis for the prediction of effects of automated driving on traffic flow efficiency. In order to determine the real-life effect of automation on traffic flow efficiency, firstly, empirical data from Field Operational Test and driving simulation experiments will be collected and analysed. Secondly, microscopic traffic flows models incorporating human factors will be developed: within this framework, authority transitions will be investigated taking into account intra- and inter-driver heterogeneity. Thirdly, the effects of different penetration rates of automated vehicles and different levels of automation on traffic flow efficiency will be investigated.","automation; authority transitions; human factors; microscopic modelling; traffic flow efficiency","en","conference paper","TRAIL","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:8c0b66a2-2f33-4644-a472-799d94780b12","http://resolver.tudelft.nl/uuid:8c0b66a2-2f33-4644-a472-799d94780b12","An approach to port network capacity","Bellsolà Olba, X.; Daamen, W.; Vellinga, T.; Hoogendoorn, S.P.","","2014","Port capacity from a traffic perspective has yet to be defined, but its measurement should allow the assessment of port infrastructures and the identification of their main constraints or bottlenecks. In this paper, we will present a review of link and network capacity definitions for different domains and new definitions for ports are formulated. A brief review of capacity calculation methods is presented. A computational approach for capacity calculation is presented. The process of a vessel in a port is described in order to identify the model scope, the required parameters and the assumptions for building the simulation tool. With this model different scenarios are generated in order to identify the influence and relevance of different parameters for the port network capacity.","","en","conference paper","Wuhan University of Technology","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:ba67588f-12b0-42d3-b1f9-f53b0bf718d3","http://resolver.tudelft.nl/uuid:ba67588f-12b0-42d3-b1f9-f53b0bf718d3","Vessel route choice model by optimal control and calibration","Shu, Y.; Daamen, W.; Ligteringen, H.; Hoogendoorn, S.P.","","2014","To predict vessel traffic operations and improve safety and capacity in ports and inland waterways, a new maritime traffic model is developed. In this model, vessel behavior is categorized into a tactical level (route choice) and an operational level (the dynamics of the vessel behavior). This new maritime traffic model comprises two parts: the route choice model resulting in the vessel’s preferred route, and the operational model describing the maneuvering behavior including interactions between vessels. This paper presents the vessel route choice model, which is based on disutility or cost minimization. The cost is determined by characteristics of the infrastructure, such as sailing time and distance to the bank. It is assumed that the bridge team will try to follow a preferred route that minimizes the cost to the destination. To calculate this preferred route to a certain destination, the so-called value function is defined as the minimum disutility function in continuous time and space. Subsequently, the value function is solved using dynamic programming and a numerical solution approach. In this paper, Automatic Identification System (AIS) data of unhindered vessel behavior in the Port of Rotterdam, the Netherlands, are used for the calibration of the route choice model in four directions, as well as validation. These results could be used to improve vessel traffic management and provide a basis for predicting vessel behavior at operational level.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:37c64620-af3d-42d1-93e6-f41e653aa55e","http://resolver.tudelft.nl/uuid:37c64620-af3d-42d1-93e6-f41e653aa55e","Heterogeneous port traffic of general ships and seaplanes and its simulation","Zhou, Y.; Weng, J.; Daamen, W.; Hoogendoorn, S.P.; Vellinga, T.","","2014","Along with the development of the civil seaplane industry in China and all around the world, the number of seaplane piers in port areas will increase. As a consequence, the port traffic will not only increase, it will also become more heterogeneous, consisting of ships and seaplanes. This paper presents a simulation model to describe this mixed traffic and investigates the impact of seaplanes on the ship traffic quantitatively. Given the different maneuverability of ships and seaplanes, the impact of seaplanes on port traffic operations is analyzed from three aspects, being traffic separation between seaplanes and ships, traffic interruption, and traffic priority of seaplanes. A simulation model has been developed using a Cell Transmission Model (CTM). To evaluate the navigational impact of seaplanes quantitatively, the traffic recovery time from the disturbance of a seaplane takeoff or landing event is used as an assessment indicator of the model. The model sensitivity analysis indicates that the capacity of a cell is more important than the density of ships. This implies the capacity needs to be estimated more accurately to get a better simulation result.","","en","conference paper","Wuhan University of Technology","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:0e17967d-ea56-40f4-aa72-b9c48b85bd25","http://resolver.tudelft.nl/uuid:0e17967d-ea56-40f4-aa72-b9c48b85bd25","Breakdown Phenomenon Study in the Bidirectional Pedestrian Flow","Yang, X.; Daamen, W.; Hoogendoorn, S.P.; Chen, Y.; Dong, H.","","2014","Pedestrian dynamics has been being a popular research area. In this paper, breakdown probability in the bidirectional flow that includes pedestrians with heterogeneities is investigated. Reaction time appears to have the most pronounced breakdown proba- bility, followed by desired velocity and then body size. The relationship between the start time of breakdown and inflow reflects the decreasing trend of the start time of breakdown with increasing inflow. Furthermore, the smaller the value of the start time of breakdown for the same inflow, the larger the effect of the heterogeneity in a parameter of the social force model on breakdown by cross-comparisons.","bidirectional pedestrian flow; heterogeneity; the social force model; breakdown phenomenon; pedestrian dynamics","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:949d5115-40ac-4435-addb-849f69f1927a","http://resolver.tudelft.nl/uuid:949d5115-40ac-4435-addb-849f69f1927a","The Many Roles of the Relaxation time Parameter in Force based Models of Pedestrian Dynamics","Johansson, F.; Duives, D.C.; Daamen, W.; Hoogendoorn, S.P.","","2014","In force based models of pedestrian traffic, the relaxation time, ?, is related to the time it takes a pedestrian to adapt its motion to its preferences. An example of this is linear acceleration, but ? is also connected to how the agent adjusts to spatial variations in its preferred velocity, and affects evasive maneuvers. These many roles of ? may be a problem when calibrating force based models. We compare linear acceleration, to new data on, and simulations of, turning movements. The results indicate that the models predict drifting of a magnitude that is not supported by the data.","pedestrian simulation; force based models; calibration; relaxation time; social force model","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:2888c554-1a14-401c-827c-584b18ccdf17","http://resolver.tudelft.nl/uuid:2888c554-1a14-401c-827c-584b18ccdf17","Influence of Group Size and Group Composition on the Adhered Distance Headway","Duives, D.C.; Daamen, W.; Hoogendoorn, S.P.","","2014","Research into the influence of groups on pedestrian flow dynamics has been limited. Previous research found that group size influences the walking velocity of pedestrians within the group and as such the capacity the pedestrian infrastructure. This paper's aim is to provide quantitative insights into the influence of group size and composition of demographic characteristics on the distance headway pedestrians adhere to with respect to respectively other groups and other individuals within their own group, during bi-directional crowd movements. It is concluded that the composition of age and genders within a group, as well as the total size of the group influences also the distance headway pedestrians adhere during large crowd movements. As such, the presence of groups changes the dynamics of the crowd movements. This can result in a decrease of the capacity of the infrastructure.","pedestrian; group size; group composition; demographics; age; gender; distance headway","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:636fbcab-e8fc-41a8-959f-21409213cf1a","http://resolver.tudelft.nl/uuid:636fbcab-e8fc-41a8-959f-21409213cf1a","Anticipation Behavior Upstream of a Bottleneck","Duives, D.C.; Daamen, W.; Hoogendoorn, S.P.","","2014","Whether pedestrian movements do or do not follow similar patterns as vehicular traffic while experiencing congestion is not entirely understood. Using data gathered during bottleneck experiments under laboratory conditions, the phenomenon of anticipation before entering congestion is studied. This paper provides proof that the movement behavior of pedestrians upstream and downstream of bottleneck severely differs severely. As such, this paper concludes that a fundamental diagram of pedestrian movement dynamics can only be provided for each separate situation.","pedestrian evacuation; bottleneck movement; fundamental diagram; anticipation","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:9e2faf20-efb6-4a98-ac5f-43f735596742","http://resolver.tudelft.nl/uuid:9e2faf20-efb6-4a98-ac5f-43f735596742","Exploring the Relationship of Exit Flow and Jam Density in Panic Scenarios Using Animal Dynamics","Sobhani, A.; Sarvi, M.; Duives, D.C.; Ejtemai, O.; Aghabayk, K.; Hoogendoorn, S.P.","","2014","There are few studies investigating crowd dynamics in panic situations. They used measures such as exit flow rate to explore the exit performance in evacuation scenarios. However, there is limited research exploring the relationship of exit flow rate and density behind the exit for panic scenarios. This study presents a macro level analysis to investigate the relationship of exit flow and exit jam characteristics. Animal group behavior (i.e. panicked woodlice experiments) is utilized for data analysis. The results reveal that change in woodlice escaping behavior cause an increasing trend in exit capacity as the jam behind the exit increases.","crowd dynamics; animal dynamics; panic scenarios; exit jam characteristics; exit flow","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:cdc03a68-5f44-4200-879e-21080e9a37e1","http://resolver.tudelft.nl/uuid:cdc03a68-5f44-4200-879e-21080e9a37e1","The Nomad Model: Theory, Developments and Applications","Campanella, M.; Hoogendoorn, S.P.; Daamen, W.","","2014","This paper presents details of the developments of the Nomad model after being introduced more than 12 years ago. The model is derived from a normative theory of pedestrian behavior making it unique under microscopic models. Nomad has been successfully applied in several cases indicating that it fulfils requirements for accuracy, scope and computational efficiency. In this paper we introduce the components of the model by relating them with behavioral assumptions providing an explanatory character to Nomad. The link between the model and the pedestrian theory is the main contribution and could improve the development of pedestrian models in general.","pedestrian model; micro simulation; Nomad model; pedestrian theory; pedestrian behaviors","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:d8741613-4cd4-41e3-a4f5-ce127f92704b","http://resolver.tudelft.nl/uuid:d8741613-4cd4-41e3-a4f5-ce127f92704b","Extension of Edie's Definitions for Pedestrian Dynamics","Van Wageningen-Kessels, F.L.M.; Hoogendoorn, S.P.; Daamen, W.","","2014","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.","pedestrian flow; crowd dynamics; observations; modelling","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:7a7e5aa0-7396-4b6e-8537-7d0f5c06f669","http://resolver.tudelft.nl/uuid:7a7e5aa0-7396-4b6e-8537-7d0f5c06f669","Metering with traffic signal control: Development and evaluation of an algorithm","Taale, H.; Hoogendoorn, S.P.; Legius, P.","","2014","Lecture presented at 42nd European Transport Conference, Frankfurt, Germany, 1-10-2014.","","en","lecture notes","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:278c2c4a-bf10-4632-ac7a-5e47590c84cc","http://resolver.tudelft.nl/uuid:278c2c4a-bf10-4632-ac7a-5e47590c84cc","Metering with traffic signal control: Development and evaluation of an algorithm","Taale, H.; Hoogendoorn, S.P.; Legius, P.","","2014","","","en","conference paper","Association for European Transport (AET)","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:25f22d58-740b-457e-841f-df47b7aaaf13","http://resolver.tudelft.nl/uuid:25f22d58-740b-457e-841f-df47b7aaaf13","Optimal dynamic green time for distributed signal control","Yuan, K.; Knoop, V.L.; Hoogendoorn, S.P.","","2014","","","en","lecture notes","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:93db3c7c-d368-4f60-833b-d5d0bc6bf3ad","http://resolver.tudelft.nl/uuid:93db3c7c-d368-4f60-833b-d5d0bc6bf3ad","Effects of Authority Transitions between Adaptive Cruise Control and Manual Driving on Traffic Flow Efficiency","Varotto, S.F.; Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.","","2014","","","en","lecture notes","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:d24cfdc2-806e-40ce-97ef-f72012353829","http://resolver.tudelft.nl/uuid:d24cfdc2-806e-40ce-97ef-f72012353829","Matrix estimation for static traffic assignment models with queuing","Brederode, L.J.N. (TU Delft Transport and Planning); Pel, A.J. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2014","A matrix estimation method using the semi dynamic assignment model STAQ is developed exploiting its methodological advantages over full DTA models. The matrix estimation problem is formulated as a bi-level problem and is solved on the node level taking flow metering into account. In the lower level the method uses marginal simulation of the node model within the assignment model to approximate the response function. The implicit relations between turn demand and link flows as defined by the directional capacity proportional node model are analyzed and made explicit. In the upper level an objective function minimizing differences between estimated and observed link flows and differences between prior and posterior ODmatrices is used, both components using a MSE distance function. The two components in the objective function are weighted and normalized. A method to prevent overshooting due to approximation errors is proposed as well as a method to correct the prior ODmatrix in case of insensitivity of the link flow due to supply constraints inconsistent with observed link flows. Test runs are conducted showing that the method finds (non-unique) solutions to the matrix estimation problem when only differences in link flows are taken into account, but may fail to converge when also differences between prior and estimated ODmatrix are taken into account. Further investigation suggests that secondary interaction effects should be included in the response function to solve the problem in these cases.","quasi dynamic traffic assignment; matrix estimation; marginal computing; node model; path marginal cost approximation","en","conference paper","","","","","","","","","","","Transport and Planning","","",""
"uuid:8be30ece-72fc-41ea-9fc2-2caa79e6cb5e","http://resolver.tudelft.nl/uuid:8be30ece-72fc-41ea-9fc2-2caa79e6cb5e","The effect of inaccurate traffic data for ramp metering: Comparing loop detectors and cameras using information utility","Klunder, G.A.; Taale, H.; Kester, L.; Hoogendoorn, S.P.","","2014","This paper introduces a topic which is of growing interest in the traffic control and management community, namely the relation between traffic data quality and the efficiency of traffic management. After some explanatory background and state of the art, it will become clear that no standard approach is available for traffic engineers to determine which accuracy of traffic data is needed for a certain traffic management application. In this paper we will show how the effect of inaccurate measurements on network level can be quantified by determining information utility functions. This approach is illustrated by presenting the results of a simulation study into the effect of inaccurate loop detector measurements on a ramp metering system. The relation between different accuracies of flow and speed measurements as input for a ramp metering system and the corresponding effect on the network performance is studied with a micro simulation model. The results of the simulation are used in a cost-benefit analysis for a case comparing loop detectors with camera measurements, where loop detectors are considered more accurate but also more expensive. We will show that higher measurement accuracy will lead to a better performance of the ramp metering system, resulting in a higher average network speed, and also quantify this relationship.","data quality; network performance; utility functions; ramp metering; micro simulation; traffic data; traffic management","en","conference paper","IFAC","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:a1f71e3a-58f2-4e21-b562-e326f63c5604","http://resolver.tudelft.nl/uuid:a1f71e3a-58f2-4e21-b562-e326f63c5604","Accuracy of pedestrian and traffic flow models: Meaningful quantifications","Van Wageningen-Kessels, F.L.M.; Daamen, W.; Hoogendoorn, S.P.","","2014","","","en","conference paper","Transportation Research Board","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:c18fc08d-89cd-48c1-88fc-b91e2174fe2c","http://resolver.tudelft.nl/uuid:c18fc08d-89cd-48c1-88fc-b91e2174fe2c","Destination celled platooning of cooperative adaptive cruise control vehicles for high-performance traffic streams (poster)","Xiao, L.; Hoogendoorn, R.G.; Van Arem, B.","","2014","","","en","conference paper","Delft University of Technology","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:46144b26-31ee-4b55-a779-bdf0334de1aa","http://resolver.tudelft.nl/uuid:46144b26-31ee-4b55-a779-bdf0334de1aa","Human factors of automated driving: Towards predicting the effects of authority transitions on traffic flow efficiency","Varotto, S.F.; Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.","","2014","","automation; authority transitions; human factors; microscopic modelling; traffic flow; efficiency","en","conference paper","Delft University of Technology","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:b381259c-03d3-4f52-832c-2e53427f0b4c","http://resolver.tudelft.nl/uuid:b381259c-03d3-4f52-832c-2e53427f0b4c","Driving behaviour transition during evacuation and its impact on traffic flow operations based on an open-source platform ""OTSim""","Yuan, Y.; Pel, A.J.; Hoogendoorn, S.P.","","2014","","","en","lecture notes","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:ffb0f82a-68eb-4897-9ca9-5591e2290ae6","http://resolver.tudelft.nl/uuid:ffb0f82a-68eb-4897-9ca9-5591e2290ae6","Investigation of driving behaviour transition during evacuation and its implication for traffic flow operations based on an open-source traffic simulation platform","Yuan, Y.; Pel, A.J.; Hoogendoorn, S.P.","","2014","Earlier studies have shown how driving behaviour during emergency evacuation is different from that under “normal” conditions. At the same time, most evacuation studies (where the driving performance is explicitly accounted for) were conducted under the assumption of a fully activated emergency environment. However, the transition phase in evacuation, from normal driving situations to emergency driving situations, and also its implication for traffic management has not yet been widely studied. During this phase, drivers receive evacuation information and instructions at different levels, which may induce heterogeneous behavioural driving response. The action and interaction of heterogeneous drivers would influence traffic flow operations. This paper is the pioneer to investigate this transition phase at the early stage of emergency situations and its implications for traffic flow operations. This is tested via a simulation study using a recently-developed open-source traffic simulation platform, where the driver behaviour (activation level, transition period) can be specified. Various scenarios are modelled showing the effect of time-varying (heterogeneous) individual driving behaviour based on a set of performance indicators at both network and individual levels (network clearance time, arrival rate, travel time). The analyses show that high penetration of activated drivers with a high activation level and a short transition period can significantly improve network performance. Therefore, traffic control and management can influence driving behaviour of evacuees towards such an optimal operation regime to improve evacuation efficiency.","transition phase; driving behaviour; activation level; open-source traffic simulation","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:3309e06d-2d03-4288-a66e-832638823791","http://resolver.tudelft.nl/uuid:3309e06d-2d03-4288-a66e-832638823791","Integrated network linear-quadratic model predictive control for disturbance on freeways","Han, Y.; Yuan, Y.; Hoogendoorn, S.P.","","2014","We propose an integrated approach for dynamic route guidance and ramp metering using Linear Quadratic Model Predictive Control (LQMPC). The main objective is to maximize the throughput of the network by guiding traffic flow towards to insufficiently utilized infrastructures. Due to the linear property of the LQMPC, it is fast enough for real-time online traffic control with a short control step (30 second for example). Simulation results from a case study demonstrate that the proposed traffic control approach has great potential to solve congestion when disturbances occur on freeways.","freeway disturbance; model predictive control; route guidance; ramp metering","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:97b8a590-3065-4981-aa98-1b2bef3b0f76","http://resolver.tudelft.nl/uuid:97b8a590-3065-4981-aa98-1b2bef3b0f76","Robust, Optimal, Predictive, and Integrated Road Traffic Control: Research proposal","Van de Weg, G.S.; Hegyi, A.; Hoogendoorn, S.P.","","2014","The development of control strategies for traffic lights, ramp metering installations, and variable speed limits to improve the throughput of road traffic networks can contribute to a more efficient use of road networks. In this project, a hierarchical controller will be developed for the improvement of the throughput of a road traffic network. In this paper the research objective of this PhD project, and the direction of the solution to reach this objective will be detailed. Furthermore, it will be discussed how this algorithm can be robust, optimal, predictive, and integrated.","robust; optimal; predictive; integrated; intersection control; ramp metering; variable speed limits","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:8cc284ff-2ab3-4d41-b5e2-462fe1901eb7","http://resolver.tudelft.nl/uuid:8cc284ff-2ab3-4d41-b5e2-462fe1901eb7","Introducing the Core Probability Framework and Discrete-Element Core Probability Model for efficient stochastic macroscopic modelling","Calvert, S.C.; Taale, H.; Hoogendoorn, S.P.","","2014","In this contribution the Core Probability Framework (CPF) is introduced with the application of the Discrete-Element Core Probability Model (DE-CPM) as a new DNL for dynamic macroscopic modelling of stochastic traffic flow. The model is demonstrated for validation in a test case and for computational efficiency on two simple networks. The CPF extends a base model, such as the Cell Transmission Model (CTM), by considering each traffic variable as a discrete stochastic variable denoted as a probability distribution of values for each traffic variable in time and space. Traffic is propagated along a link using the base model and through a larger network with the application of probability merging algorithms at the nodes. Due to the incorporation of probability in the core of traffic propagation, the necessity for multiple acts as an internalisation of the Monte Carlo routine in the CPF for fast and efficient calculation of uncertainty. Initial tests cases show that the DE-CPM has the potential to reduce computation time multi-tenfold compared to regular Monte Carlo simulation. Such developments allow the application of stochastic dynamics traffic models to be more readily applied in practice.","stochastic traffic flow modelling; macroscopic traffic flow models; probabilistic modelling","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:5ad0b3f5-6b34-4e60-9faa-18ed36cbe716","http://resolver.tudelft.nl/uuid:5ad0b3f5-6b34-4e60-9faa-18ed36cbe716","De kennisagenda als gids voor de Routekaart","Hoogendoorn, S.P.; Van Arem, B.","","2014","Op dinsdag 20 mei organiseerden NM Magazine en Stichting PAO in samenwerking met Connecting Mobility een werksessie over de Routekaart van het actieprogramma Connecting Mobility. De sessie had tot doel de belangrijkste kennisvragen op het gebied van onder meer verkeerskunde, regeltechniek, human factors, ict en businessmodellen te identificeren. Hiermee is een eerste stap gezet naar een breed gedragen kennisagenda.","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:3c14c199-d308-4ec4-854b-e72ebe0a64dd","http://resolver.tudelft.nl/uuid:3c14c199-d308-4ec4-854b-e72ebe0a64dd","Verkeer in Nederland 2014","Hoogendoorn, S.P.; Immers, L.H.; Van Katwijk, R.; Knoop, V.L.; Schuurman, H.; Taale, H.; Wilmink, I.R.","","2014","","","nl","report","TrafficQuest","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:e9b96b41-5495-40ca-9b24-f73e0a0488f3","http://resolver.tudelft.nl/uuid:e9b96b41-5495-40ca-9b24-f73e0a0488f3","New generic multiclass kinematic wave traffic flow model: Model development and analysis of its properties","Van Wageningen-Kessels, F.L.M.; Van Lint, J.W.C.; Hoogendoorn, S.P.; Vuik, C.","","2014","We 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.","","en","journal article","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:17f2f487-f2fa-4c2b-a3cf-a84a87d1ee6b","http://resolver.tudelft.nl/uuid:17f2f487-f2fa-4c2b-a3cf-a84a87d1ee6b","Mainstream traffic flow control at sags (poster)","Goni Ros, B.; Knoop, V.L.; Van Arem, B.; Hoogendoorn, S.P.","","2014","We present a new control strategy that aims to reduce total delay at sags. The strategy is based on the concept of mainstream traffic flow control. The traffic density at the bottleneck area is regulated in order to keep it slightly below the critical density, hence preventing traffic from breaking down while maximizing outflow. Density is regulated by means of a variable speed limit section that regulates the inflow to the bottleneck. Speed limits are set based on a proportional feedback control law. We evaluate the effectiveness of the control strategy by means of a case study using microscopic traffic simulation. The results show a significant increase in bottleneck outflow, particularly during periods of high demand, which considerably reduces delay.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:062de501-08d9-416b-a3df-a7b878c9ccff","http://resolver.tudelft.nl/uuid:062de501-08d9-416b-a3df-a7b878c9ccff","Traffic flow modeling: A genealogy","Van Wageningen-Kessels, F.L.M.; Hoogendoorn, S.P.; Vuik, C.; Van Lint, J.W.C.","","2014","","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:2640153b-9d02-4e7d-90e3-19b4bed03eff","http://resolver.tudelft.nl/uuid:2640153b-9d02-4e7d-90e3-19b4bed03eff","The influence of the road layout on the Network Fundamental Diagram","Knoop, V.L.; De Jong, D.M.; Hoogendoorn, S.P.","","2014","The Macroscopic or Network Fundamental Diagram (NFD) describes the relationship between the network flow and the number of travellers within the network. The shape of the NFD is important for control purposes like perimeter control or routing. However, it is unknown how the network structure influences the shape of the NFD. This is studied in this paper. Also, the influence of adding urban arterials, decreasing homogeneity but adding road capacity, is studied. Finally, the effect of the location of these arterials is studied. For this purpose, a tool is developed which can create realistic networks with preset characteristics (road length and road type). The exact network is created at random. Simulation shows that networks with similar characteristics have different NFDs. Also, networks which have arterials next to urban roads are created with the tool. Simulation shows that spread in the NFD is higher for these more heterogeneous networks and the maximum production is lower. The exact location of a major road crossing the network does not have a large effect. All in all, we conclude that the NFD is network-specific and must be calibrated for a particular network.","","en","conference paper","Transportation Reseach Board","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:cc21a345-100d-4a1c-950e-002139d7a620","http://resolver.tudelft.nl/uuid:cc21a345-100d-4a1c-950e-002139d7a620","Methodology for efficient real time OD demand estimation on large scale networks","Djukic, T.; Van Lint, J.W.C.; Hoogendoorn, S.P.","","2014","In previous work, we have explored the idea of dimensionality reduction and approximation of OD demand based on principal component analysis (PCA). In particular, we have shown how we can apply PCA to linearly transform the high dimensional OD matrices into the lower dimensional space without significant loss of accuracy. Next, we have defined a new transformed set of variables (demand principal components) that is used to represent the OD demand in lower dimensional space. These new variables are defined as state variable in a novel reduced state space model for real time estimation of OD demand. In this paper, we review previous work and continue this line of research. Based on the previous results, we demonstrate the quality improvement of OD estimates using this new formulation and a so-called, ’colored’ Kalman filter approach for OD estimation, in which correlated observation noise is accounted. Moreover, we provide a thorough analysis of the model performance and computational efficiency using real data from a large network, and method for obtaining a reduced set of state variables.","","en","conference paper","Transportation Reseach Board","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:8c838988-a7e5-4164-a5b4-ead0160081cf","http://resolver.tudelft.nl/uuid:8c838988-a7e5-4164-a5b4-ead0160081cf","Network transmission model: A dynamic traffic model at network level (poster)","Knoop, V.L.; Hoogendoorn, S.P.","","2014","New IT techniques allow communication and coordination between traffic measures. To best use this, one needs to coordinate over longer distances. Optimization of the measures is not possible using traditional microscopic or macroscopic simulation models. The Network Fundamental Diagram (NFD) describes the relation between flow and density on a network level. This paper introduces a traffic model which uses this relationship, representing traffic and traffic dynamics at a high spatial scale. The model shown to work on an example network. The model can be used to predict the effect of routing information or perimeter control.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:27b3bf4f-af1c-4003-9a34-a020edbb1ab0","http://resolver.tudelft.nl/uuid:27b3bf4f-af1c-4003-9a34-a020edbb1ab0","A new generic multi-class kinematic wave traffic flow model: Model development and analysis of its properties","Van Wageningen-Kessels, F.L.M.; Van Lint, J.W.C.; Hoogendoorn, S.P.; Vuik, C.","","2014","We 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.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:9e7a6fe6-51cb-4cfb-a633-2f048f6b60c4","http://resolver.tudelft.nl/uuid:9e7a6fe6-51cb-4cfb-a633-2f048f6b60c4","The influence of the road layout on the Network Fundamental Diagram (poster)","Knoop, V.L.; De Jong, D.M.; Hoogendoorn, S.P.","","2014","It is analyzed what the effect is of the exact network structure on the shape of the Network Fundamental Diagram (NFD). In order to do so, a tool is developed which can create random networks for which the aggregated properties are the same. Using this tool, different urban networks with the same properties are designed. They show different NFDs. Also, networks with extra arterial roads are designed. They do not increase the road capacity, but also increase the network inhomogeneity so the overall effect on network capacity is limited. Variations with the location of the extra arterials show that an asymmetrical arterial reduces network performance. Therefore, it is required that for each network an NFD is determined.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:e76718f8-fe1e-44d1-a3e7-5f1239689f01","http://resolver.tudelft.nl/uuid:e76718f8-fe1e-44d1-a3e7-5f1239689f01","Mainstream traffic flow control at sags","Goni Ros, B.; Knoop, V.L.; Van Arem, B.; Hoogendoorn, S.P.","","2014","Sags are freeway sections along which the gradient changes significantly from downwards to upwards. The capacity of sags is significantly lower than the capacity of normal sections. As a result, sags often become bottlenecks in freeway networks, causing the formation of congestion in conditions of high traffic demand. Congestion results in a further decrease in capacity. Recently, several control measures have been proposed to improve traffic flow efficiency at sags. Those measures generally aim to increase the capacity of the bottleneck and/or to prevent the formation of traffic flow perturbations in nearly-saturated conditions. In this contribution, we present an alternative type of measure based on the concept of mainstream traffic flow control. The proposed control strategy regulates the traffic density at the bottleneck area in order to keep it slightly below the critical density, hence preventing traffic from breaking down while maximizing outflow. Density is regulated by means of a variable speed limit section that regulates the inflow to the bottleneck. Speed limits are set based on a proportional feedback control law. We evaluate the effectiveness of the proposed control strategy by means of a simple case study using microscopic traffic simulation. The results show a significant increase in bottleneck outflow, particularly during periods of very high demand, which leads to a considerable decrease in total delay. This finding suggests that mainstream traffic flow control strategies using variable speed limits have the potential to substantially improve the performance of freeway networks containing sags.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:67c3e294-0bbd-488f-933e-dcd79230e616","http://resolver.tudelft.nl/uuid:67c3e294-0bbd-488f-933e-dcd79230e616","Traffic flow modeling: A Genealogy","Van Wageningen-Kessels, F.L.M.; Hoogendoorn, S.P.; Vuik, C.; Van Lint, J.W.C.","","2014","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 Geosciences","Transport and Planning","","","",""
"uuid:d89b2109-485a-4506-9781-deff168d6643","http://resolver.tudelft.nl/uuid:d89b2109-485a-4506-9781-deff168d6643","A model of car-following behavior at sags","Goni Ros, B.; Knoop, V.L.; Schakel, W.J.; Van Arem, B.; Hoogendoorn, S.P.","","2013","","","en","conference paper","JSC","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:c3bfe33e-bf6c-4c9b-a108-a6071e640f92","http://resolver.tudelft.nl/uuid:c3bfe33e-bf6c-4c9b-a108-a6071e640f92","Datafusie - wat wordt ermee bedoeld en wat heb je eraan?","Klunder, G.; Hoogendoorn, S.P.; Kester, L.; Taale, H.","","2013","Heb je het met iemand over verkeersdata, dan valt – naast de zo populaire kreet ‘big data’ – bijna altijd de term datafusie. In veel gevallen is het echter helemaal niet zo duidelijk wat daar nu precies mee wordt bedoeld en waarom het zinvol zou zijn. In deze tutorial daarom een korte introductie. We gaan daarbij vooral in op de kwaliteit van data: welke mogelijkheden biedt datafusie om die kwaliteit te verbeteren?","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:60dbc346-f868-44af-b359-4d5e759fcc9c","http://resolver.tudelft.nl/uuid:60dbc346-f868-44af-b359-4d5e759fcc9c","De bijdrage van de wetenschap aan de transities van de Routekaart","Hoogendoorn, S.P.; van Arem, B.","","2013","","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:5a4ba8c0-059d-4780-8df7-58fa19b97f3d","http://resolver.tudelft.nl/uuid:5a4ba8c0-059d-4780-8df7-58fa19b97f3d","Een nieuwe kijk op verkeersafwikkeling in netwerken","Hoogendoorn, S.P.; Knoop, V.L.","","2013","In deze tutorial bespreken we de nieuwste inzichten op het gebied van netwerkdynamica. En nu eens niet op de traditionele manier, waarbij we proberen om een verkeersnetwerk in al haar detail zo nauwkeurig mogelijk te analyseren, modelleren en simuleren. Nee, in deze bijdrage zullen we juist vanuit vogelperspectief naar de verkeersafwikkeling in een netwerk kijken. Onze leidraad hierbij is het netwerk fundamenteel diagram.","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:a4317789-b134-4126-9bd8-1c2db8b41073","http://resolver.tudelft.nl/uuid:a4317789-b134-4126-9bd8-1c2db8b41073","The Impact of Loop Detector Distance and Floating Car Data Penetration Rate on Queue Tail Warning","Klunder, G.A.; Taale, H.; Hoogendoorn, S.P.","","2013","There is a growing interest in the traffic community about the relation between traffic data quality and the efficiency of traffic management. Data collection is expensive and if the same level of traffic performance can be reached with less data or if traffic management becomes more efficient with better data, then that is interesting for a lot of transport organisations. In this paper the problem is introduced and illustrated by presenting the results of a study into the effect of different loop detector distances and floating car data (FCD) penetration rates on a queue tail warning system. It shows that for a detector distance of more than 300 meters the performance deteriorates quickly and that the addition of only 1% FCD increases the performance considerably.","Floating Car Data; Traffic Data Quality; Queue Tail Warning","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:baf5791e-174a-4969-a6be-6515cbb59876","http://resolver.tudelft.nl/uuid:baf5791e-174a-4969-a6be-6515cbb59876","Optimal crowd evacuation","Hoogendoorn, S.P.; Daamen, W.; Duives, D.C.; Van Wageningen-Kessels, F.L.M.","","2013","This 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.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:30ce208b-4fc0-4dab-8047-ebb51b5eb31c","http://resolver.tudelft.nl/uuid:30ce208b-4fc0-4dab-8047-ebb51b5eb31c","Core Probability Model : Efficient macroscopic sensitivity modelling: Conceptual design","Calvert, S.C. (TU Delft Transport and Planning); Taale, Henk (TU Delft Transport and Planning); Snelder, M. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2013","","","en","conference paper","","","","","","","","","","","Transport and Planning","","",""
"uuid:07aee7e6-893b-4abc-9c0b-f4dd5eda543f","http://resolver.tudelft.nl/uuid:07aee7e6-893b-4abc-9c0b-f4dd5eda543f","Verkeersvoorspellingen met modellen: Een voorspelling over modellen (paper)","Knoop, V.L.; Hoogendoorn, S.P.","","2013","Verkeersmodellen worden gebruikt om de verkeerssituatie te voorspellen. Daarbij zijn twee dimensies van belang: het detailniveau van het model en de beschikbare rekentijd. Dit artikel analyseert de beide dimensies en de argumenten aan om voor een bepaald niveau te kiezen. Het artikel geeft voorbeelden van beschikbare modellen, maar gaat bovenal in op de te verwachten ontwikkeling. In het bijzonder wordt ingegaan op de mogelijkheden van een hoog aggregatieniveau en een dynamische beschrijving. Deze modelbeschrijving kan zeer relevant worden voor toekomstige maatregelen voor dynamisch verkeersmanagement.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:5cb1cacf-2b26-4926-842f-88cbfccf3144","http://resolver.tudelft.nl/uuid:5cb1cacf-2b26-4926-842f-88cbfccf3144","Verkeersvoorspellingen met modellen: Een voorspelling over modellen (lecture)","Knoop, V.L.; Hoogendoorn, S.P.","","2013","Verkeersmodellen worden gebruikt om de verkeerssituatie te voorspellen. Daarbij zijn twee dimensies van belang: het detailniveau van het model en de beschikbare rekentijd. Dit artikel analyseert de beide dimensies en de argumenten aan om voor een bepaald niveau te kiezen. Het artikel geeft voorbeelden van beschikbare modellen, maar gaat bovenal in op de te verwachten ontwikkeling. In het bijzonder wordt ingegaan op de mogelijkheden van een hoog aggregatieniveau en een dynamische beschrijving. Deze modelbeschrijving kan zeer relevant worden voor toekomstige maatregelen voor dynamisch verkeersmanagement.","","en","lecture notes","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:905b432d-9ccd-4c24-87c8-f098b018a36a","http://resolver.tudelft.nl/uuid:905b432d-9ccd-4c24-87c8-f098b018a36a","AIS data analysis for vessel behavior during strong currents and during encounters in the Botlek area in the Port of Rotterdam","Shu, Y.; Daamen, W.; Ligteringen, H.; Hoogendoorn, S.","","2013","Maritime traffic safety and capacity raise enormous attention nowadays, especially in ports and inland waterways with high traffic density and restricted waterway geometry. However, a limited number of factors is considered in existing maritime models. Especially influences of external factors (wind, visibility and current), vessel encounters and human factors on vessel behavior (speed, course and lateral position) have not been investigated. In order to provide insight into vessel behavior for the development of a new maritime traffic model, possible impacts from current and vessel encounters are investigated using Automatic Identification System (AIS) data. In this paper, equidistant cross sections approximately perpendicular to the navigation direction are used to extract vessel speed, course and position from AIS data. These vessel behavior data together with corresponding data on external conditions, including wind, visibility and current from the Port of Rotterdam, form the basic data set of this analysis. Vessel behavior under weak external influences is defined as unhindered (or reference) behavior. Vessel behavior under strong current is compared to unhindered behavior to investigate the influence of current. In addition, encounters including overtaking and head-on, are investigated to study the influence of other vessels. Statistical analysis is carried out to investigate changing of vessel speed and lateral position during encounters. Analysis results show that current only has impact on vessel speed. Both vessels involved in overtaking change their speeds and deviate in lateral direction to avoid collision. However, vessels only laterally deviate without speed changing in head-on cases.","AIS data; unhindered vessel behaviour; current; overtaking encounter; head-on encounter","en","conference paper","","","","","","","","","","","","","",""
"uuid:869a23d3-ce82-4f17-8689-79cfff1696f9","http://resolver.tudelft.nl/uuid:869a23d3-ce82-4f17-8689-79cfff1696f9","AIS-data analysis for vessel behavior during strong currents and during encounters in the Botlek Area in the Port of Rotterdam","Shu, Y.; Daamen, W.; Ligteringen, H.; Hoogendoorn, S.P.","","2013","Maritime traffic safety and capacity raise enormous attention nowadays, especially in ports and inland waterways with high traffic density and restricted waterway geometry. However, a limited number of factors is considered in existing maritime models. Especially influences of external factors (wind, visibility and current), vessel encounters and human factors on vessel behavior (speed, course and lateral position) have not been investigated. In order to provide insight into vessel behavior for the development of a new maritime traffic model, possible impacts from current and vessel encounters are investigated using Automatic Identification System (AIS) data. In this paper, equidistant cross sections approximately perpendicular to the navigation direction are used to extract vessel speed, course and position from AIS data. These vessel behavior data together with corresponding data on external conditions, including wind, visibility and current from the Port of Rotterdam, form the basic data set of this analysis. Vessel behavior under weak external influences is defined as unhindered (or reference) behavior. Vessel behavior under strong current is compared to unhindered behavior to investigate the influence of current. In addition, encounters including overtaking and head-on, are investigated to study the influence of other vessels. Statistical analysis is carried out to investigate changing of vessel speed and lateral position during encounters. Analysis results show that current only has impact on vessel speed. Both vessels involved in overtaking change their speeds and deviate in lateral direction to avoid collision. However, vessels only laterally deviate without speed changing in head-on cases.","AIS data; unhindered vessel behavior; current; overtaking encounter; head-on encounter","en","conference paper","Delft University of Technology","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:7398f0f9-aa73-4a2f-9d71-befa9b403a21","http://resolver.tudelft.nl/uuid:7398f0f9-aa73-4a2f-9d71-befa9b403a21","Modeling driving behavior and traffic flow at sags (paper)","Goni Ros, B.; Knoop, V.L.; Van Arem, B.; Hoogendoorn, S.P.","","2013","Sags are freeway sections along which gradient changes significantly from downwards to upwards. Sags are often bottlenecks in freeway networks. Capacity decreases due to changes in car-following behavior. We present a microscopic traffic flow model that describes driving behavior and traffic flow dynamics at sags. The model includes a new longitudinal driving behavior model that accounts for the fact that drivers generally have a limited ability to compensate for the negative effect that an increase in slope has on vehicle acceleration. The face-validity of the microscopic model is tested by means of a simulation study. The study site is a sag of the Tomei Expressway (near Tokyo). The simulation results are compared to empirical findings presented in the literature. We show that the model is capable of reproducing all the relevant phenomena that cause the formation of congestion at sags.","sag; congestion; Microscopic Traffic Flow Model; Model Face-Validity","en","conference paper","ITS","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:657af24b-eb5f-436d-b5f4-46bcc0d35093","http://resolver.tudelft.nl/uuid:657af24b-eb5f-436d-b5f4-46bcc0d35093","Modeling driving behavior and traffic flow at sags (lecture)","Goni Ros, B.; Knoop, V.L.; Van Arem, B.; Hoogendoorn, S.P.","","2013","Sags are freeway sections along which gradient changes significantly from downwards to upwards. Sags are often bottlenecks in freeway networks. Capacity decreases due to changes in car-following behavior. We present a microscopic traffic flow model that describes driving behavior and traffic flow dynamics at sags. The model includes a new longitudinal driving behavior model that accounts for the fact that drivers generally have a limited ability to compensate for the negative effect that an increase in slope has on vehicle acceleration. The face-validity of the microscopic model is tested by means of a simulation study. The study site is a sag of the Tomei Expressway (near Tokyo). The simulation results are compared to empirical findings presented in the literature. We show that the model is capable of reproducing all the relevant phenomena that cause the formation of congestion at sags.","sag; congestion; Microscopic Traffic Flow Model; Model Face-Validity","en","lecture notes","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:d7407cd2-4b7f-4dd3-979e-164ceba1f266","http://resolver.tudelft.nl/uuid:d7407cd2-4b7f-4dd3-979e-164ceba1f266","The effect of signal settings on the macroscopic fundamental diagram and its applicability in traffic signal driven perimeter control strategies","De Jong, D.M.; Knoop, V.L.; Hoogendoorn, S.P.","","2013","","","en","lecture notes","TU Delft","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:4b3e341d-91f7-49ef-b908-161e0ca5c0d9","http://resolver.tudelft.nl/uuid:4b3e341d-91f7-49ef-b908-161e0ca5c0d9","Network Fundamental Diagrams and their Dependence on Network Topology (poster)","Knoop, V.L.; De Jong, D.M.; Hoogendoorn, S.P.","","2013","The Macroscopic or Network Fundamental Diagram (NFD) describes the network performance as a function of the number of vehicles. Even if the network has the same roadway length, type of roads, number of intersections and traffic light setting strategy, the shape of the NFD changes. Therefore, the NFD needs to be calculated or simulated separately for each network.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:5bdd6680-67e9-4288-ad17-724b1e0f0ef9","http://resolver.tudelft.nl/uuid:5bdd6680-67e9-4288-ad17-724b1e0f0ef9","Driver heterogeneity in rubbernecking behaviour at an incident site (poster)","Rhasbudin Shah, S.M.; Knoop, V.L.; Hoogendoorn, S.P.","","2013","Incidents can affect the flow in non?incident direction due to rubbernecking. To this date, only homogeneous rubbernecking behaviour has been assessed. This study provides insights into inter?driver heterogeneity in rubbernecking behaviour while passing an incident site. We use empirical trajectory data obtained from a helicopter?mounted video camera. The length of study section is approximately 220 meters, starting at 125 meters upstream of the incident site. Results show that the variations in speed in the upstream of incident location are substantially higher within passenger car drivers then within the truck drivers. The passenger cars in the median lane reduce the speed further upstream, mostly with sharp deceleration while passenger cars in the shoulder lane reduce the speed closer to the incident scene. Some drivers did not exhibit rubbernecking behavior, passing the incident with a steady speed. The results provide a better understanding of rubbernecking behaviour and can be used to establish determinant factors to measure the rubbernecking effects.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:d0fdfd9b-5086-4324-95a9-be5d286b4e41","http://resolver.tudelft.nl/uuid:d0fdfd9b-5086-4324-95a9-be5d286b4e41","Network Fundamental Diagrams and their dependence on Network Topology (abstract)","Knoop, V.L.; De Jong, D.M.; Hoogendoorn, S.P.","","2013","","","en","conference paper","JSC","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:5cc24e66-ba4c-4d0c-81da-2cf27f90f4a6","http://resolver.tudelft.nl/uuid:5cc24e66-ba4c-4d0c-81da-2cf27f90f4a6","Relation between longitudinal and lateral action points (abstract)","Knoop, V.L.; Hoogendoorn, S.P.","","2013","","","en","conference paper","JSC","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:49f8e69c-7229-4a56-b9bf-b1e821b28121","http://resolver.tudelft.nl/uuid:49f8e69c-7229-4a56-b9bf-b1e821b28121","Driver heterogeneity in rubbernecking behaviour at an incident site (abstract)","Rhasbudin Shah, S.M.; Knoop, V.L.; Hoogendoorn, S.P.","","2013","Incidents can affect the flow in non?incident direction due to rubbernecking. To this date, only homogeneous rubbernecking behaviour has been assessed. This study provides insights into inter?driver heterogeneity in rubbernecking behaviour while passing an incident site. We use empirical trajectory data obtained from a helicopter?mounted video camera. The length of study section is approximately 220 meters, starting at 125 meters upstream of the incident site. Results show that the variations in speed in the upstream of incident location are substantially higher within passenger car drivers then within the truck drivers. The passenger cars in the median lane reduce the speed further upstream, mostly with sharp deceleration while passenger cars in the shoulder lane reduce the speed closer to the incident scene. Some drivers did not exhibit rubbernecking behavior, passing the incident with a steady speed. The results provide a better understanding of rubbernecking behaviour and can be used to establish determinant factors to measure the rubbernecking effects.","","en","conference paper","JSC","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:4e42482a-cb63-4576-84e2-0b7df15673d9","http://resolver.tudelft.nl/uuid:4e42482a-cb63-4576-84e2-0b7df15673d9","Relation between Longitudinal and Lateral Action Points (poster)","Knoop, V.L.; Hoogendoorn, S.P.","","2013","On a motorway, drivers make decisions on their speed. It has been shown that drivers change their acceleration only at specific times and not continuously. Lane changes are also made at discrete moments in time. This paper determines the moments when drivers change their acceleration and moments when they change lanes. Fitting longitudinal and lateral paths separately shows that the action points for lane changing are close to those of acceleration changes. Moreover, fitting them simultaneously shows that a comparable quality of description of the trajectory can be given under the restriction that lane changes are only considered at action points.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:93aad9ed-4f71-4168-a65f-62f1ce8a7bab","http://resolver.tudelft.nl/uuid:93aad9ed-4f71-4168-a65f-62f1ce8a7bab","A model of car-following behavior at sags (abstract)","Goni Ros, B.; Knoop, V.L.; Schakel, W.J.; Van Arem, B.; Hoogendoorn, S.P.","","2013","","","en","conference paper","JSC","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:c4331711-482f-4b51-b3f4-55f24886b098","http://resolver.tudelft.nl/uuid:c4331711-482f-4b51-b3f4-55f24886b098","Onverwachte effecten van informatieverschaffing","Pel, A.J.; Waller, T.; Hoogendoorn, S.P.","","2013","Dat je met verkeersinformatie de routekeuze van weggebruikers kunt beïnvloeden, behoeft geen betoog. Maar kun je het effect van informatieverschaffing ook in een model vervatten? Jazeker, laten de auteurs van deze tutorial zien. Bij modeltoepassingen gericht op onder meer netwerkbetrouwbaarheid en -robuustheid is die effectbepaling zelfs essentieel.","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:cdc692e3-7910-4654-a912-9b7cb3efe3ec","http://resolver.tudelft.nl/uuid:cdc692e3-7910-4654-a912-9b7cb3efe3ec","Modelling Supported Driving as an Optimal Control Cycle: Framework and Model Characteristics","Wang, M.; Treiber, M.; Daamen, W.; Hoogendoorn, S.P.; Van Arem, B.","","2013","Driver assistance systems support drivers in operating vehicles in a safe, comfortable and efficient way, and thus may induce changes in traffic flow characteristics. This paper puts forward a receding horizon control framework to model driver assistance and cooperative systems. The accelerations of automated vehicles are controlled to optimise a cost function, assuming other vehicles driving at stationary conditions over a prediction horizon. The flexibility of the framework is demonstrated with controller design of Adaptive Cruise Control (ACC) and Cooperative ACC (C-ACC) systems. The proposed ACC and C-ACC model characteristics are investigated analytically, with focus on equilibrium solutions and stability properties. The proposed ACC model produces plausible human car-following behaviour and is unconditionally locally stable. By careful tuning of parameters, the ACC model generates similar stability charac- teristics as human driver models. The proposed C-ACC model results in convective downstream and absolute string instability, but not convective upstream string instability observed in human-driven traffic and in the ACC model. The control framework and analytical results provide insights into the influences of ACC and C-ACC systems on traffic flow operations.","advanced driver assistance systems; cooperative systems; car-following; optimal control; stability analyses","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:d3017d6c-cd3d-42c5-9e00-3ab38aa2732b","http://resolver.tudelft.nl/uuid:d3017d6c-cd3d-42c5-9e00-3ab38aa2732b","Longitudinal Driving Behavior in Case of Emergency Situations: An Empirically Underpinned Theoretical Framework","Hoogendoorn, R.G.; Van Arem, B.; Brookhuis, K.A.","","2013","Adverse conditions have been shown to have a substantial impact on traffic flow operations. It is however not yet clear to what extent emergency situations actually lead to adaptation effects in empirical longitudinal driving behavior, what the causes of these adaptation effects are and how these can best be modeled. In this paper we show using an elaborate driv- ing simulator experiment that emergency situations lead to significant adaptation effects in longitudinal driving behavior. Furthermore we introduce a new theoretical framework. In this framework adaptation effects in longitudinal driving be- havior are assumed to consist of compensation effects and performance effects. In order to empirically underpin this framework we show in this paper that compensation effects are reflected in parameter value changes in the Intelligent Driver Model, while performance effects are reflected in a reduction in model performance. Furthermore we show that compensation effects following an emergency situation are reflected in a change in the position of perceptual thresholds in a psycho-spacing model while performance effects are reflected in a reduced sensitivity of acceleration towards lead vehicle related stimuli at the action points. The paper concludes with a discussion as well as recommendations for future research.","emergency situations; empirical longitudinal driving behavior","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:fa761540-9b8e-4224-98f0-dbb06fc4f08d","http://resolver.tudelft.nl/uuid:fa761540-9b8e-4224-98f0-dbb06fc4f08d","Linear-Quadratic Model Predictive Control for Urban Traffic Networks","Le, T.; Vu, H.L.; Vo, B.; Hoogendoorn, S.P.","","2013","Advancements in the efficiency, quality and manufacturability of sensing and communication systems are driving the field of intelligent transport systems (ITS) into the twenty first century. One key aspect of ITS is the need for efficient and robust integrated network management of urban traffic networks. This paper presents a general model predictive control framework for both centralized traffic signal and route guidance systems aiming to minimize network congestion. Our novel model explicitly captures both non-zero travel time and spill-back constraints while remaining linear and thus generally tractable with quadratic costs. The end result is a central control scheme that may be realized for large urban networks containing thousands of sensors and actuators. We demonstrate the essences of our model and controller through a detailed mathematical description coupled with simulation results of specific scenarios. We show that using a central scheme such as ours may reduce the congestion inside the network by up to half while still achieving better throughput compared to that of other conventional control schemes.","model predictive control; intelligent transport system; congestion control","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:240b29b7-b860-4e8e-9bb4-9b9501213d08","http://resolver.tudelft.nl/uuid:240b29b7-b860-4e8e-9bb4-9b9501213d08","Empirics of a generalized macroscopic fundamental diagram for urban freeways","Knoop, V.L.; Hoogendoorn, S.P.","","2013","Due to increasing exchange of data between measurement sites, the area over which traffic control is applied increases. This leads to three new challenges: (1) working with the large quantities of data (transmit, store), (2) estimating the traffic state, (3) controlling a large area with many controllers (and hence large solution space). This paper introduces a new way of describing the traffic state for a large area, which requires much less data and nevertheless gives an accurate representation of the state. The Macroscopic Fundamental Diagram (MFD) which links the production, i.e. the average flow, to the accumulation, i.e. the average number of vehicles in an area. This paper shows that this can be generalized to a generalized macroscopic fundamental diagram (GMFD) for urban freeways, which relates the production to the accumulation and the spatial spread of density. Analysis of 10 months of data of the Amsterdam ring road freeway shows that this is a continuous function, which increases and decreases with accumulation like a fundamental diagram, and decreases with the spatial spread of density. The predictive performance is tested by using a non-parametrized fit and by fitting a functional form, which perform equally well. Predicting the production is important especially near the maximum production. The GMFD explains much more of the spread in the production than the MFD, especially near this maximum production. Thus, this lean traffic state description can be used in a setting a target for traffic control.","","en","conference paper","Transportation Research Board","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:543c466b-a767-41b7-b4ba-b55ee1a0273d","http://resolver.tudelft.nl/uuid:543c466b-a767-41b7-b4ba-b55ee1a0273d","A quick-scan appraisal method to determine cost-effectiveness of Traffic and Demand Management measures","Meurs, H.; Van Wee, G.P.; Perdok, J.; Hoogendoorn, S.P.","","2013","This paper presents this quick-scan approach for assessing the cost-effectiveness of smaller and not-well demarcated transport measures that can be used as a first-scan while establishing packages to deal with certain transport problems. It adds to the available evaluation literature (see section 2) in relying on a combination of expert opinions as well as simple models rather than data intensive four-stage transport models. The approach consists of five steps, in the end yielding to an assessment of the cost-effectiveness of the considered measure. We illustrate the approach by applying it to determine the cost-effectiveness of a pricing measure, showing both the workings of the approach and the plausibility of the results. We conclude that the proposed method is applicable for providing a first, quick scan assessment. This assessment is useful in the first selection of planning, to support policy makers that need to choose in which (selection of) measures they need to invest, even if these measures have not yet been described or designed at a very detailed level.","cost effectiveness; traffic management; demand management","en","conference paper","Transportation Research Board (TRB)","","","","","","","","Technology, Policy and Management","Infrastructures, Systems and Services","","","",""
"uuid:97e02faf-0057-42c9-b875-037e387f614f","http://resolver.tudelft.nl/uuid:97e02faf-0057-42c9-b875-037e387f614f","The impact of traffic dynamics on macroscopic fundamental diagram (poster)","Knoop, V.L.; Hoogendoorn, S.P.; Van Lint, J.W.C.","","2013","","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:4342a18a-6175-43ad-9cd0-4d7c5b7aa458","http://resolver.tudelft.nl/uuid:4342a18a-6175-43ad-9cd0-4d7c5b7aa458","The impact of traffic dynamics on macroscopic fundamental diagram","Knoop, V.L.; Hoogendoorn, S.P.; Van Lint, J.W.C.","","2013","Literature shows that – under specific conditions – the macroscopic fundamental diagram (MFD) describes a crisp relationship between the average flow (production) and the average density in an entire network. The limiting condition is that traffic conditions must be homogeneous over the whole network. Recent works describe hysteresis effects: systematic deviations from the MFD as result of loading and unloading. This article proposes a two dimensional generalization of the MFD, the so-called Generalized Macroscopic Fundamental Diagram (GMFD), which relates the average flow to both the average density and the (spatial) inhomogeneity of density. The most important contribution is that we show this is a continuous function. Using this function, we can describe the mentioned hysteresis patterns. The underlying traffic phenomenon explaining the two dimensional surface described by the GMFD is that congestion concentrates (and subsequently spreads out) around the bottlenecks that oversaturate first. We call this the nucleation effect. Due to this effect, the network flow is not constant for a fixed number of vehicles as predicted by the MFD, but decreases due to local queuing and spill back processes around the congestion ”nuclei”. During this build up of congestion, the production hence decreases, which gives the hysteresis effects.","","en","conference paper","Transportation Research Board","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:55d1c119-619b-40bf-9a2c-6fef8be76fa5","http://resolver.tudelft.nl/uuid:55d1c119-619b-40bf-9a2c-6fef8be76fa5","Scanning tour USA: Traffic management: the American blend","Immers, Ben (TrafficQuest); Taale, Henk (Ministry of Infrastructure and the Environment; TrafficQuest); Wilmink, Isabel (TNO; TrafficQuest); van Katwijk, Ronald (TNO; TrafficQuest); Schuurman, Henk (Ministry of Infrastructure and the Environment; TrafficQuest); Hoogendoorn, S.P. (TU Delft Transport and Planning; TrafficQuest); Wilmink, Aad (Ministry of Infrastructure and the Environment; TrafficQuest)","","2013","","","en","report","TrafficQuest","","","","","","","","","","Transport and Planning","","",""
"uuid:a489552c-1cf3-4596-b794-d64a23e4c657","http://resolver.tudelft.nl/uuid:a489552c-1cf3-4596-b794-d64a23e4c657","Incorporating driver distraction in car-following models: Applying the TCI to the IDM","Hoogendoorn, R.G. (TU Delft Transport and Planning); van Arem, B. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning)","","2013","ITS can play a significant role in the improvement of traffic flow, traffic safety and greenhouse gas emissions. However, the implementation of Advanced Driver Assistance Systems may lead to adaptation effects in longitudinal driving behavior following driver distraction. It was however not yet clear how to model these adaptation effects in driving behavior mathematically and on which theoretical framework this should be grounded. To this end in this contribution we introduce a theoretical framework based on the Task-Capability-Interface model by Fuller and integrate this model into the Intelligent Driver Model. Through a case study using simulations we show that this integration provides a relatively adequate description of the effects of driver distraction. The contribution finishes with conclusions and recommendations for future research.","","en","conference paper","","","","","","","Campus only","","","Transport and Planning","Transport and Planning","","",""
"uuid:33439812-5bc9-4e7a-a8f9-52cb8240a81b","http://resolver.tudelft.nl/uuid:33439812-5bc9-4e7a-a8f9-52cb8240a81b","Quantified and applied sea-bed dynamics of the Netherlands Continental Shelf and the Wadden Sea","van Dijk, T.A.G.P.; Kleuskens, M.H.P.; Dorst, L.L.; Van der Tak, C.; Doornenbal, P.J.; Van der Spek, A.J.F.; Hoogendoorn, R.M.; Rodriguez Aguilera, D.; Menninga, P.J.; Noorlandt, R.P.","","2012","Sedimentary coasts and shallow-sea beds may be dynamic. The large-scaled spatial variation in these dynamics and the smaller-scaled behaviour of individual marine bedforms are largely unknown. Sea-bed dynamics are relevant for the safety of shipping, and therefore for monitoring strategies, and for offshore engineering projects and archaeological investigations. To date, sea-bed dynamic studies in the North Sea that are based on high-resolution echo soundings are mostly local. Recently, sufficient time series of modern, digital echo sounder surveys have become available to allow for a Netherlands Continental Shelf-wide quantification of vertical dynamic trends as well as for the detailed analysis of the morphodynamics of marine bedforms. Results show that (i) tidal channels, estuaries and longshore bars are particularly dynamic, (ii) the shelf offshore is less dynamic in general, and (iii) the most dynamic zones offshore are the zones where marine bedforms occur. The occurrence of superimposed sand banks, long bed waves, sand waves and megaripples is limited to the sandy shelf and sand wave migration rates vary spatially between 0 to 20 m/year. This spatial knowledge of morphodynamics is used in combination with environmental conditions and sea traffic to validate and to optimise re-survey policies.","","en","conference paper","University of Twente","","","","","","","","Civil Engineering and Geosciences","Hydraulic Engineering","","","",""
"uuid:93c2979c-7939-4da8-aa3c-23bb4150711f","http://resolver.tudelft.nl/uuid:93c2979c-7939-4da8-aa3c-23bb4150711f","Traffic flow theory and modelling","Hoogendoorn, S.P.; Knoop, V.L.","","2012","When do traffi c jams emerge? Can we predict, given certain demand levels, when queuing will occur, how long the queues will be, how they will propagate in space and time and how long it will take for the congestion to resolve? Why does an overloaded traffic network underperform? This chapter gives a basic introduction to traffic flow theory which can help to answer these kinds of questions.","","en","book chapter","Edward Elgar Publishing Limited","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:4a359e56-a132-4cd9-ad5f-9257ca316dea","http://resolver.tudelft.nl/uuid:4a359e56-a132-4cd9-ad5f-9257ca316dea","A revealed preference study on route choices in a congested network with real-time information","Moraes Ramos, G.; Frejinger, E.; Daamen, W.; Hoogendoorn, S.P.","","2012","The past decades have seen an increased interest in the role of information as a tool to alleviate congestion. However, because the relationship between travelers’ behavior and information provision is not clear yet, the need for more experiments has been claimed in literature. From May 9th, 2011 to July 12th, 2011 a revealed route choice experiment was conducted in The Netherlands. With the aid of GPS devices and travel diaries, the experiment consisted of investigating the behavior of 32 commuters with similar origins and destinations in reaction to different sources and conditions of information provision. In addition, the real traffic condition during the period of the experiment is known, thus allowing us to know the traffic conditions on alternative routes. This paper presents the setup of this unique revealed preference (RP) study of route choice behavior of car travelers driving in a congested network and a comprehensive descriptive analysis of the data set(s). To our knowledge a study on route choice behavior under provision of real time information in which GPS traces, travel diaries, interviews and traffic conditions in a real congested network is available has not yet been shown in the literature. The descriptive analyses presented in this paper focus on perception of route reliability, use of information and adaptive behavior. They are carried out by means of comparisons betwee GPS traces and traffic conditions in the network with travel diaries and interviews. Descriptive analysis of the data set combining the different data sources suggest that travelers’ perception of the routes’ characteristics is biased in favor of the preferred routes, i.e., preferred routes are usually considered to be reliable when in reality they are among the most unreliable; travelers, commuters in particular, do not tend to use information to plan better departure times but instead use it to anticipate expectations regarding traffic conditions. Besides this, habit appears to have a very strong influence on travelers’ behavior and even after experiencing long delays they are willing to stick to their preferred routes.","route choice behavior; revealed preference experiment; GPS; traffic information; reliability","en","conference paper","University of Toronto","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:4965d6a9-c5c8-4102-a68d-e0fac28f6325","http://resolver.tudelft.nl/uuid:4965d6a9-c5c8-4102-a68d-e0fac28f6325","Commuters and traffic information: A revealed preference study on route choice behavior","Moraes Ramos, G.; Frejinger, E.; Daamen, W.; Hoogendoorn, S.P.","","2012","The past decades have seen an increased interest in the role of information to alleviate congestion. The relationship between travelers’ behavior and information, however, is not clear yet and the need of more experiments has been claimed in the literature. From May 9th, 2011 to July 12th, 2011 a revealed preference (RP) route choice experiment was conducted in the Netherlands. With the aid of GPS devices and travel diaries, we investigated the behavior of 32 commuters with similar origins and destinations in reaction to different sources and conditions of information. Descriptive analysis of the data set with respect to the use of information suggests that travelers, commuters in particular, do not tend to use information to better plan departure times but instead use it to anticipate expectations regarding traffic conditions.","","en","conference paper","Trail Research School","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:df095632-cf98-49ae-bca8-b308b11d5558","http://resolver.tudelft.nl/uuid:df095632-cf98-49ae-bca8-b308b11d5558","Improving the road network performance with dynamic route guidance by considering the indifference band of road users","Vreeswijk, J.D.; Landman, R.L.; Van Berkum, E.C.; Hegyi, A.; Hoogendoorn, S.P.; Van Arem, B.","","2012","When applying dynamic route guidance to improve the network performance, it is important to balance the interests of the road authorities and the road users. In this paper we will illustrate how bounded rationality and indifference bands can be taken into account in dynamic route guidance to improve the network performance while respecting the interests of road users. The paper elaborates on empirical findings reported in literature to propose a suitable interpretation and utilization of the indifference bands in a control approach. By means of a service level-oriented route guidance control approach we evaluated the potential gain in network performance of different absolute indifference bands. Results from a simulation test case show a reduction in total travel time of 5% compared to user equilibrium, in case of an indifference band of 4 minutes for a trip of approximately 22 minutes. The improvement in network performance increases with an increasing indifferent band, up to 14% in case of an indifference band of 10 minutes.","Route guidance; bounded rationality; indifference band; perception error; service levels; network performance","en","conference paper","University of Toronto","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:4df8adce-5c40-4bcd-8147-985c379bc506","http://resolver.tudelft.nl/uuid:4df8adce-5c40-4bcd-8147-985c379bc506","Route choice model estimation in a dynamic network based on GPS data","Moraes Ramos, G.; Frejinger, E.; Daamen, W.; Hoogendoorn, S.P.","","2012","","","en","conference paper","EPFL","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:c69e18a9-2d6a-48ed-b84a-5af0cc7881c1","http://resolver.tudelft.nl/uuid:c69e18a9-2d6a-48ed-b84a-5af0cc7881c1","Innovations in data collection; towards a better understanding of traffic flows","Hoogendoorn, S.P.","","2012","","","en","lecture notes","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:6f54b309-51d1-453d-ab38-65f927722ed5","http://resolver.tudelft.nl/uuid:6f54b309-51d1-453d-ab38-65f927722ed5","Assessment of multi class kinematic wave models","Van Wageningen-Kessels, F.L.M.; Van Lint, J.W.C.; Vuik, C.; Hoogendoorn, S.P.","","2012","In 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.","","en","conference paper","EPFL","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:b902773c-50ad-4798-abe5-f29e9af7f3d2","http://resolver.tudelft.nl/uuid:b902773c-50ad-4798-abe5-f29e9af7f3d2","Network Wide Service Level-Oriented Route Guidance in Road Traffic Networks: Traffic management in line with the policy objectives of the road authorities","Landman, R.L.; Hegyi, A.; Hoogendoorn, S.P.","","2012","Service level control is a promising strategy to realize policy objectives within road networks like improving network production while taking road user interests, livability and safety into account. In this contribution a service level-oriented route guidance control approach is presented that is able to control service levels of routes on a network scale. By maintaining target service levels network performance degradation is prevented, redundant route capacity fully utilized and road user interests protected. By means of a simulation test case, the performance and functioning of the controller is compared with a Model Predictive Control based route guidance approach that realizes system optimal conditions and a user equilibrium feedback approach that realizes user optimal conditions. The results indicate that both the proposed and Model Predictive Control approach outperform the user equilibrium approach. However, the proposed approach approximates system optimal performance with a significantly lower computational demand and a better scalability with growing network sizes.","service level control; network wide traffic management; traffic management policy; finite-state machine","en","conference paper","Trail Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:0efd124c-e188-4e64-a822-3062fbf4d305","http://resolver.tudelft.nl/uuid:0efd124c-e188-4e64-a822-3062fbf4d305","Praktijkproef Amsterdam","Hoogendoorn, S.P.; Van Kooten, J.; Landman, R.L.; Schreuder, M.","","2012","Op 25 juni 2012 nam het ministerie van Infrastructuur en Milieu het besluit om de Praktijkproef Amsterdam defi nitief door te laten gaan. In deze grootschalige proef werken gemeente Amsterdam, Stadsregio Amsterdam, provincie NoordHolland, Rijkswaterstaat en marktpartijen samen om de doorstroming van het Amsterdamse wegverkeer te verbeteren. Er is hierbij nadrukkelijk gekozen voor een ‘wegkantspoor’ en een ‘incar spoor’, zodat verkeersmanagement in de volle breedte kan worden ingezet en beproefd. Een belangrijk onderdeel van het wegkantspoor is gecoördineerd netwerkbreed verkeersmanagement. In dit hoofdartikel bekijken we hoe deze integrale aanpak er in de Amsterdamse praktijk uit zal komen te zien.","","nl","journal article","Stichting NM Magazine","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:f2a1f891-e1ec-4fdd-98e4-f91bb1434383","http://resolver.tudelft.nl/uuid:f2a1f891-e1ec-4fdd-98e4-f91bb1434383","A neurofuzzy approach to modeling longitudinal driving behavior and driving task complexity","Hoogendoorn, R.G.; Van Arem, B.; Hoogendoorn, S.P.","","2012","Technological innovations can be assumed to have made the driving task more complex. It is, however, not yet clear to what extent this complexity leads to changes in longitudinal driving behavior. Furthermore, it remains to be seen how these adaptation effects can best be modeled mathematically. In order to determine the effect of complexity on empirical longitudinal driving behavior we performed a driving simulator experiment with a repeated measures design. Through this experiment we established that complexity of the driving task leads to substantial changes in speed and spacing. In order to provide insight into how complexity is actually related to changes in longitudinal driving behavior we introduce a new theoretical framework based on the Task-Capability-Interface model. Finally in this paper we take some first steps towards modeling of adaptation effects in longitudinal driving behavior in relation to complexity of the driving task through the introduction of a new neurofuzzy car-following model and based on the proposed theoretical framework. In this paper we show that this model yields a relatively good prediction of longitudinal driving behavior in case of driving conditions with differing complexity. The paper finishes with a discussion section and recommendations for future research.","","en","journal article","Hindawi Publishing Corporation","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:696bd0ee-7132-44b1-9c5e-bd0c56783403","http://resolver.tudelft.nl/uuid:696bd0ee-7132-44b1-9c5e-bd0c56783403","Crowd movements during exceptional events","Duives, D.C.; Daamen, W.; Hoogendoorn, S.P.","","2012","","","en","conference paper","Trail Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:57d0cff6-9a0e-4f32-aa43-1c7a94f0ae40","http://resolver.tudelft.nl/uuid:57d0cff6-9a0e-4f32-aa43-1c7a94f0ae40","Efficient real time OD matrix estimation based on principal component analysis","Djukic, T.; Flötteröd, G.; Van Lint, H.; Hoogendoorn, S.P.","","2012","In this paper we explore the idea of dimensionality reduction and approximation of OD demand based on principal component analysis (PCA). First, we show how we can apply PCA to linearly transform the high dimensional OD matrices into the lower dimensional space without significant loss of accuracy. Next, we define a new transformed set of variables (demand principal components) that is used to represent the OD demand in lower dimensional space. We use these new variables as state variable in a novel reduced state space model for real time estimation of OD demand. Through an example we demonstrate the quality improvement of OD estimates using this new formulation and a so-called ‘colored’ Kalman filter over the standard Kalman filter approach for OD estimation, when correlated measurement noise is accounted due to reduction of variables in state vector.","","en","conference paper","TRAIL research school","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:74bf5f04-7ad9-42f4-9b35-27b13b258d85","http://resolver.tudelft.nl/uuid:74bf5f04-7ad9-42f4-9b35-27b13b258d85","Data collection by serious gaming","Van den Berg, M.; Doirado, E.; Van Nes, R.; Van Lint, J.W.C.; Prendinger, H.; Hoogendoorn, S.P.","","2012","","","en","conference paper","Trail Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:991b4e50-6720-433c-869c-b0dbb50791a1","http://resolver.tudelft.nl/uuid:991b4e50-6720-433c-869c-b0dbb50791a1","Multi-scale traffic flow theory and modelling","Joueiai, M.; Van Lint, J.W.C.; Hoogendoorn, S.P.","","2012","","","en","conference paper","Trail Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:7b7956e9-90e3-447a-984f-8b6a027fde7f","http://resolver.tudelft.nl/uuid:7b7956e9-90e3-447a-984f-8b6a027fde7f","Impacts of car-following behaviour on traffic flow capacity at sags","Goni Ros, B.; Knoop, V.; Van Arem, B.; Hoogendoorn, S.P.","","2012","","","en","conference paper","Trail Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:5a134471-0bda-4d39-be58-76def10f117e","http://resolver.tudelft.nl/uuid:5a134471-0bda-4d39-be58-76def10f117e","A methodology to calibrate pedestrian walker models using multiple objectives","Campanella, M.C.; Daamen, W.; Hoogendoorn, S.P.","","2012","The application of walker models to simulate real situations require accuracy in several traffic situations. One strategy to obtain a generic model is to calibrate the parameters in several situations using multiple-objective functions in the optimization process. In this paper, we propose a general methodology for calibration of walker models. This methodology is a generalisation of existing calibration procedures adapted to walker models. The fundamental aspect of the methodology is the use of several scenarios representing different calibration objectives. One of the advantages of the general methodology is that by applying it, the process of calibration helps understanding themodel and how to adjust it according to the intended application. As an example, the methodology is applied with synthetic generated trajectory data using the Nomad model to investigate the influence of the mathematical specifications of the objective functions and the flow configurations in the accuracy of estimations and significance of individual parameters.","pedestrian models; calibration; multi-objectives","en","conference paper","TRAIL Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:be528909-afaf-4164-abf3-a8610661b329","http://resolver.tudelft.nl/uuid:be528909-afaf-4164-abf3-a8610661b329","Fastlane: 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.","","2012","Dynamic 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.","traffic flow; multi-class; traffic management; state estimation; model-predictive control","en","conference paper","TRAIL Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:5f6d9a07-1e66-4875-ab30-29327a553042","http://resolver.tudelft.nl/uuid:5f6d9a07-1e66-4875-ab30-29327a553042","Modelling Driver Assitance Systems by Optimal Control","Wang, M.; Daamen, W.; Hoogendoorn, S.P.; van Arem, B.","","2012","Driver assistance systems support drivers in operating vehicles in a safe, comfortable and efficient way, and thus may induce changes in traffic flow characteristics. This paper put forward a receding horizon control framework to model driver assistance systems. The accelerations of automated vehicles are determined to optimise a cost function, assuming other vehicles driving at stationary conditions over a prediction horizon. The flexibility of the framework is demonstrated with controller design of Adaptive Cruise Control (ACC)systems. The proposed ACC model characteristics are investigated analytically, with focus on equilibrium solutions and stability properties. The proposed ACC model is unconditionally locally stable. By careful tuning of parameters, the ACC model generates similar stability characteristics as human driver models.","Driver Assitance Systems; optimal control; car-following; stability analyses","en","conference paper","TRAIL Research School","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:edd24fc1-2c50-42e5-abee-c365585c0aec","http://resolver.tudelft.nl/uuid:edd24fc1-2c50-42e5-abee-c365585c0aec","AIS data based vessel speed, course and path analysis in the Botlek area in the Port of Rotterdam","Shu, Y.; Daamen, W.; Ligteringen, H.; Hoogendoorn, S.P.","","2012","Maritime traffic safety and port capacity is increasingly important nowadays. Due to the fast development of vessel traffic in ports and waterways, a lot of attention has been paid to maritime traffic safety and port capacity. Many simulation models have been used to predict traffic safety and port capacity m ports and waterways. However, maritime traffic models only consider few aspects, as the influences of human behavior and external factors have not been included regarding maritime traffic safety. To investigate the vessel behavior and external influencing factors, an analysis has been performed based on Automatic Identification System (AIS) data under various external conditions. The study area includes a junction and a slight bend with high maritime traffic density within the port of Rotterdam, the Netherlands. Vessels are classified m different categories based on their type and gross tonnage. Equidistant cross-sections approximately perpendicular to the navigation direction are used for investigation of vessel behavior, including speed, course and path for each vessel category. The influences of external factors (wind, visibility and current) on vessel behavior are identified by comparmg with unhindered vessel behavior. In the analysis, specific thresholds are set to select external conditions and eliminate the influence of encounters. The analysis of unhindered vessel behavior for each vessel category provides insight into vessel behavior. The results revealed that the wind has influence on vessel path, the visibility can affect vessel speed and path, and the current can influence vessel speed. Analysis results can be used as input for the development of new maritime traffic model, as well as for its verification and validation","AIS; data analysis; unhindered vessel behavior; external factors","en","conference paper","Shanghai Jiao Tong University","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:933ccc57-9a07-4c6d-8c97-e92986673932","http://resolver.tudelft.nl/uuid:933ccc57-9a07-4c6d-8c97-e92986673932","Service level-oriented route guidance during evacuations","Landman, R.L.; Hegyi, A.; Hoogendoorn, S.P.","","2012","Research in the field of evacuation management puts a strong focus on the development of optimal evacuation and control strategies. However, in operational evacuation management the means to monitor, manage, evaluate and control are limited. The authorities nevertheless have a strong need to understand the system, in order to properly guide evacuating traffic. This indicates the need for a simple, yet efficient control approach to operationalize the evacuation objectives based on real-time available data. This paper presents a predictive route guidance approach that is able to do this by degrading and restoring target service levels of evacuation routes according to the prevailing negative effects of queue spill back. The control approach consists of a finite-state machine that determines target service levels based on predicted traffic conditions. These target service levels are used in a feedback controller as setpoints, resulting in the corresponding output signal of a Variable Message Sign. By means of a test case, the finite-state machine is compared with model predictive control-based route guidance (that realizes system optimal conditions), with a user equilibrium feedback controller (that realizes user optimal conditions) and with a do-nothing scenario. The results show that the finite-state machine is able to prevent or limit the negative effects of blocking back in a comprehensible and efficient way, while the interests of the road users are also taken into account.","evacuation management,; service levels; dynamic route guidance; finite-state machine; feedback control","en","conference paper","Northwestern University","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:318cea9d-45f1-410f-b763-506158de3787","http://resolver.tudelft.nl/uuid:318cea9d-45f1-410f-b763-506158de3787","Efficacy of traffic management measures: The influence of complexity of driving conditions","Hoogendoorn, R.G.; Vreeswijk, J.; Van Arem, B.; Brookhuis, K.A.","","2012","","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:1e0117ef-d0db-4d00-bce6-203d75a30ddc","http://resolver.tudelft.nl/uuid:1e0117ef-d0db-4d00-bce6-203d75a30ddc","Empirical Research and Modeling of Longitudinal Driving Behavior Under Adverse Conditions","Hoogendoorn, R.G.","Brookhuis, K.A. (promotor)","2012","Adverse conditions (emergency situations, adverse weather conditions, freeway incidents) have been shown to have a substantial impact on traffic flow operations. It is however unclear to what extent the conditions impact longitudinal driving behavior and what the determinants of these changes in driving behavior are. Furthermore, it is not yet clear how these changes in driving behavior can best be modeled. To this end we performed three extensive driving simulator experiments intended to investigate the influence of emergency situations, adverse weather conditions and freeway incidents on empirical longitudinal driving behavior as well as driver workload. Furthermore we determined the influence of these conditions on parameter values and model performance of an often used car-following model, i.e., the Intelligent Driver Model (Treiber et al., 2000). We also determined changes in the position of so-called action points in a psycho-spacing model and took some first steps towards the development of a new stochastic car following model based on a Bayesian network modeling approach.","adverse conditions","en","doctoral thesis","TRAIL Thesis Series","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:b7f1414b-2e02-4323-84e4-738b76173b30","http://resolver.tudelft.nl/uuid:b7f1414b-2e02-4323-84e4-738b76173b30","Probability in traffic: A challenge for modelling","Calvert, S.C.; Taale, H.; Snelder, M.; Hoogendoorn, S.P.","","2012","In the past decade an increase in research regarding stochasticity and probability in traffic modelling has occurred. The realisation has grown that simple presumptions and basic stochastic elements are insufficient to give accurate modelling results in many cases. This paper puts forward a strong argument for the further development and application of probabilistic models and argues that a realisation must arise of the detrimental effects of blindly applying non-probabilistic models to traffic where probability is rife. This is performed by the demonstration that deterministic and simple stochastic models will, in many cases, produce substantially biased results where variability is present in traffic. Prior to this demonstration, recent developments in probabilistic modelling are discussed. While the case for probabilistic modelling is strong in theory, the application of such modelling approaches is only possible with sufficiently developed models. However there are still certain challenges to be addressed in probabilistic modelling before a widespread implementation is likely. Remaining challenges for probabilistic approaches are therefore discussed and it is shown that computational efficiency, correlations between variables, and data gathering and processing all remain difficulties that have yet to be fully overcome.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:c12376f2-a34b-468c-8075-0bc9e46d9b3d","http://resolver.tudelft.nl/uuid:c12376f2-a34b-468c-8075-0bc9e46d9b3d","Everscape: The Making of a Disaster Evacuation Experience","Doirado, E.; Van den Berg, M.; Van Lint, J.W.C.; Hoogendoorn, S.P.; Prendinger, H.","","2012","Disaster evacuation studies are important but difficult or impossible to conduct in the real world. Evacuation simulation in a virtual world can be an important tool to obtain data on the escape and choice behavior of people. However, to obtain accurate “realistic” data, the engagement of participants is a key challenge. Therefore, we describe the making of an engaging evacuation scenario called “Everscape”, and highlight the collaborative effort of researchers from the informatics and transportation fields. Further, we describe encouraging results from a pilot study, which investigates the level of engagement of participants of the Everscape experience.","participatory simulation; user experience; collaboration; design; human factors; experimentation","en","conference paper","ACM","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:483db79a-6028-423b-932e-29c52bf77ba3","http://resolver.tudelft.nl/uuid:483db79a-6028-423b-932e-29c52bf77ba3","Car-following behavior at sags and its impacts on traffic flow","Goni Ros, B.; Knoop, V.L.; Van Arem, B.; Hoogendoorn, S.P.","","2012","","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:133eab8d-58e9-41d5-8efb-5a54ab0f90df","http://resolver.tudelft.nl/uuid:133eab8d-58e9-41d5-8efb-5a54ab0f90df","Routing strategies based on the macroscopic fundamental diagram","Knoop, V.L.; Hoogendoorn, S.P.; Van Lint, J.W.C.","","2012","An excess number of vehicles in a traffic network will reduce traffic performance. This reduction can be avoided by traffic management. In particular, traffic can be routed such that the bottlenecks are not oversaturated. The macroscopic fundamental diagram provides the relation between the number of vehicles and the network performance. One can apply traffic control on this level, in order to overcome computational complexity of network-wide control using traditional control levels of links or vehicles. Main questions in the paper are: (1) how effective is traffic control using aggregate variables compared to using full information and (2) does the shape of the macroscopic fundamental diagram change under traffic control. A grid network with periodic boundary conditions is used as example, and is split up into several subnetworks. The following routing strategies are compared: (1) the shortest path in distance, (2) the path shortest in time (dynamic due to congestion), (3) an approximation of the path shortest in time, but calculated using only variables aggregated for over a subnetwork, (4) an approximation of the path shortest in time, but calculated using only subnetwork accumulation. For routing strategy 3 and 4 only information aggregated over the subnetwork is used. The results show improved traffic flow using detailed information. Effective control is also possible using aggregated information, but only with the right choice of a subnetwork macroscopic fundamental diagram. Furthermore, when optimizing with detailed information – an hence in a subnetwork – the macroscopic fundamental diagram changes.","","en","conference paper","Transportation Research Board","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:92c32768-0276-46b7-bd63-3a589f595c47","http://resolver.tudelft.nl/uuid:92c32768-0276-46b7-bd63-3a589f595c47","Quantifying the number of lane changes in traffic: Emperical analysis","Knoop, V.L.; Hoogendoorn, S.P.; Shiomi, Y.; Buisson, C.","","2012","Lane changes are an important aspect of freeway flow. Most lane change models are microscopic, describing whether individual vehicles/drives will change lanes, and hence are calibrated microscopically. Macroscopic validation often is restricted to the distribution of vehicles across lanes. To the best of our knowledge, no systematic analysis has been made of the number of lane changes as function of the operational characteristics of the origin and target lane. This paper fills that gap, by analyzing the number of lane changes as function of several incentives. Based on data availability, two “simple” sites are selected, i.e. as close as possible to a straight continuous freeway. Statistically, we find that on the selected sites, drivers change lanes on average once per two kilometer driven. Furthermore, analyzing the number of lane changes (per kilometer per hour) as function of the density in the origin lane and in the target lane, we find, as expected, this increases with the density in the origin lane for a fixed density in the target lane. Surprisingly, it also increases with the density in the target lane for a fixed density in the origin lane. The underlying mechanism is therefore different than gap acceptance theory. The analyses presented in this paper can be used to qualitatively verify (microscopic and macroscopic) lane change models, and to propose better lane change models.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:a0bc67d6-d519-443b-8272-a5664317db27","http://resolver.tudelft.nl/uuid:a0bc67d6-d519-443b-8272-a5664317db27","Vehicle-class Specific Route-guidance of Freeway Traffic by Model-predictive Control","Schreiter, T.; Landman, R.L.; Van Lint, J.W.C.; Hegyi, A.; Hoogendoorn, S.P.","","2012","Few Active Traffic Management measures proposed in the past consider the distinction of different vehicle classes. Examples of vehicle-class specific measures are truck lanes and high-occupancy/toll (HOT) lanes. We propose that the distinction of different vehicle classes, with different flow characteristics and societal and economic function, can contribute to the effectiveness of traffic management measures. In this paper, we develop a multi-class controller that reroutes the traffic class-specifically dependent on the vehicle class. The vehicle-class specific properties such as vehicle length and value of time are used in a model-predictive control approach to optimize the total time spent and the economic costs. Experiments in a simple network with synthetic data show that a multi-class controller outperforms a single-class controller. We further show that the value of time and the incident strength have an influence on which vehicle class is rerouted by the multi-class controller.","","en","conference paper","Transportation Research Board","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:d679711f-9fca-4e55-a9b6-03a5f2ef896b","http://resolver.tudelft.nl/uuid:d679711f-9fca-4e55-a9b6-03a5f2ef896b","Quantifying the number of lane changes in traffic: An empirical analysis (poster)","Knoop, V.L.; Hoogendoorn, S.P.; Shiomi, Y.; Buisson, C.","","2012","Since lane changes influence traffic operations, it is useful to know their frequency for various conditions. This paper studies the number of lane changes as function of the roadway characteristics. Two sites are studied, for which individual lane change data is available. The paper shows that the most constant measure is the lane change rate, i.e. the nr of lane changes per veh km driven, which is approximately 0.5. It shows its maximum for densities just under the critical density. Furthermore, the lane change rate increases with an increase of the density in the origin lane for a constant density in the target lane. Surprisingly, the number of lane changes also increases with an increase of the density in the target lane for a constant density in the origin lane.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:3223f49d-9969-4404-9c36-dfc6af3b5dbc","http://resolver.tudelft.nl/uuid:3223f49d-9969-4404-9c36-dfc6af3b5dbc","Quantifying the number of lane changes in traffic: An empirical analysis","Knoop, V.L.; Hoogendoorn, S.P.; Shiomi, Y.; Buisson, C.","","2012","Lane changes are an important aspect of freeway flow. Most lane change models are microscopic, describing whether individual vehicles/drives will change lanes, and hence are calibrated microscopically. Macroscopic validation often is restricted to the distribution of vehicles across lanes. To the best of our knowledge, no systematic analysis has been made of the number of lane changes as function of the operational characteristics of the origin and target lane. This paper fills that gap, by analyzing the number of lane changes as function of several incentives. Based on data availability, two “simple” sites are selected, i.e. as close as possible to a straight continuous freeway. Statistically, we find that on the selected sites, drivers change lanes on average once per two kilometer driven. Furthermore, analyzing the number of lane changes (per kilometer per hour) as function of the density in the origin lane and in the target lane, we find, as expected, this increases with the density in the origin lane for a fixed density in the target lane. Surprisingly, it also increases with the density in the target lane for a fixed density in the origin lane. The underlying mechanism is therefore different than gap acceptance theory. The analyses presented in this paper can be used to qualitatively verify (microscopic and macroscopic) lane change models, and to propose better lane change models.","","en","conference paper","Transportation Research Board","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:5b50ede0-448c-4dfe-a901-3e1013240f48","http://resolver.tudelft.nl/uuid:5b50ede0-448c-4dfe-a901-3e1013240f48","The future of traffic management: State of the art, current trends and perspectives for the future","Hoogendoorn, S.P.; Taale, H.; Wilmink, I.; Van Katwijk, R.; Immers, B.; Schuurman, H.","","2012","In the world of traffic management a lot is happening and developments move quickly. Traffic Quest helps to keep track of these developments by systematically collecting, developing and transferring knowledge. The partners in TrafficQuest together cover the entire spectrum including the fundamental, theoretical knowledge about traffic management, and the operational expertise about the application of traffic management in practice. The activities of TrafficQuest consist of answering specific questions, giving advice on projects, conducting research on specific topics and to establish and disseminate knowledge.","","en","report","TrafficQuest","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:cd0af7a5-f58e-4c86-839f-464180a69c64","http://resolver.tudelft.nl/uuid:cd0af7a5-f58e-4c86-839f-464180a69c64","Verkeersmanagement in de toekomst","Hoogendoorn, S.P.; Taale, H.; Wilmink, I.; Immers, B.","","2011","TrafficQuest (het Expertisecentrum Verkeersmanagement) is een samenwerkingsverband tussen Rijkswaterstaat DVS, TNO en de TU Delft, met als doel het bundelen, ontwikkelen en ontsluiten van kennis over verkeersmanagement. De afgelopen tijd heeft TrafficQuest kritisch nagedacht over de stand van zaken met betrekking tot verkeersmanagement en de richting waarin de ontwikkelingen plaatsvinden. Daarbij is gekeken naar de maatschappelijke urgentie en de rol van verkeersmanagement bij het oplossen van de bereikbaarheidsproblemen. Ook is nagedacht over vragen als: Waarom werkt verkeersmanagement? Welke typen maatregelen zijn er, hoe werken die (op hoofdlijnen) en hoe effectief blijken die te zijn? Vervolgens is een aantal trends in relatie tot verkeersmanagement onderzocht. Welke relevante ontwikkelingen zijn er en hoe grijpen deze aan op verkeersmanagement? Welke nieuwe maatregelen komen er op termijn bij en wat verwachten we daarvan? Als laatste is gekeken naar een wenkend perspectief voor verkeersmanagement. Waar zou het naartoe kunnen gaan? Verkeersmanagement staat nog maar aan het begin van een proces gekenmerkt door veel veranderingen en ontwikkelingen. Allerlei ontwikkelingen zullen het mogelijk maken verkeersmanagement effectiever, proactiever en netwerkbreed toe te passen.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:6efe764d-4f1d-4d75-947e-3baa858847d9","http://resolver.tudelft.nl/uuid:6efe764d-4f1d-4d75-947e-3baa858847d9","A Comparison of Freeway Work Zone Capacity Prediction Models","Zheng, N.; Hegyi, A.; Hoogendoorn, S.P.; Van Zuylen, H.J.; Peters, D.","","2011","To keep the freeway networks in a good condition, road works such as maintenance and reconstruction are carried out regularly. The resulting work zones including the related traffic management measures, give different traffic capacities of the infrastructures, which determines the travel time for road users. A work zone capacity prediction model therefore is highly needed to evaluate mobility. Considering the work zone capacity as a function of work zone configurations, different prediction models have been developed in the past. The conventional models assume a linear relationship between the capacity of a work zone and its configuration variables. Recent artificial intelligence models are more flexible in constructing nonlinear relationships, but the accuracy of the models is not suffiently tested. This research gives a comparison study of the existing models. Firstly, a selection of the critical work zone configuration variables is shortly discussed. Then three currently used prediction models are introduced, namely the model in the Highway Capacity Manual (2000), two multi-linear regression models, and a fuzzy logic based artificial neural network model. These models are tested for Dutch cases. Results show that comparing to the widely-applied linear regression models, the neuro-fuzzy model has the highest average accuracy and the prediction error can be reduced as large as 20%. The neuro-fuzzy model is recommended to serve in practice, as the choice of work zone configuration and the corresponding traffic measures can be made based on the capacity calculation","work zone capacity; work zone configuration; capacity prediction; traffic management","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:598553dc-4d2e-414d-b56d-b9ef8e3ed22c","http://resolver.tudelft.nl/uuid:598553dc-4d2e-414d-b56d-b9ef8e3ed22c","De toekomst van verkeersmanagement: Stand van zaken, trends en perspectief","Hoogendoorn, S.P.; Taale, H.; Wilmink, I.; Van Katwijk, R.; Immers, B.; Schuurman, H.","","2011","","","nl","report","TrafficQuest","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:8fec4c04-e83f-469d-a8b3-33cad2d5ea71","http://resolver.tudelft.nl/uuid:8fec4c04-e83f-469d-a8b3-33cad2d5ea71","Longitudinal Driving Behavior under Adverse Conditions: A Close Look at Psycho-spacing Models","Hoogendoorn, R.G.; Hoogendoorn, S.P.; Brookhuis, K.A.; Daamen, W.","","2011","Adverse weather conditions have been shown to have a substantial impact on traffic flow operations following substantial adaptation effects in driving behavior. In quantifying these effects psycho-spacing models may be used. In this contribution it was examined to what extend adverse weather conditions influence the position of action points in the relative speed-spacing plane in these models, the relationship between speed of the lead vehicle and relative speed at the action points and acceleration as well as jumps in acceleration. In this regard a driving simulator experiment with a Repeated Measures design was performed in which fog was simulated in the experimental condition. Using a new data analysis technique followed from the results that substantial differences were present with regard to the position of action points. Furthermore a substantial influence of fog on the relationship between speed of the lead vehicle and relative speed at the action points was found. Finally, a substantial influence of this adverse weather condition on acceleration and jumps in acceleration was established. Furthermore, a large degree of driver heterogeneity was observed with regard to the position of action points as with regard to (jumps in) acceleration at the action points. It is recommended to develop a data driver stochastic car-following model based on psycho-spacing theory.","adverse weather conditions; fog; car-following behavior; psycho-spacing models; action points; acceleration; heterogeneity","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:1d036d94-d090-4487-be74-ec1bcdd5271a","http://resolver.tudelft.nl/uuid:1d036d94-d090-4487-be74-ec1bcdd5271a","Data requirements for traffic control on a macroscopic level","Knoop, V.L.; Van Lint, J.W.C.; Hoogendoorn, S.P.","","2011","With current techniques, traffic monitoring and control is a data intensive process. Network control on a higher level, using high level variables, can make this process less data demanding. The macroscopic fundamental diagram relates accumulation, i.e. the number of vehicles in an area, to the network performance, but only holds for situations with homogeneous congestion. This paper shows that subnetwork accumulation and the variation thereof are also good precursors of the network performance. With this result, traffic control can be performed with less data, namely only the accumulation of the subnetworks rather than all speeds and densities for the whole network.","macroscopic fundamental diagram; subnetworks; inhomogeneous congestion","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:cf534084-6cf5-41f5-bd98-f596779b51ab","http://resolver.tudelft.nl/uuid:cf534084-6cf5-41f5-bd98-f596779b51ab","Modelling Traveller Behaviour under Emergency Evacuation Conditions","Pel, A.J.; Bliemer, M.C.J.; Hoogendoorn, S.P.","","2011","Dynamic traffic simulation models are frequently used to support decisions when planning an evacuation. This paper focuses on limitations in the modelling of travellers’ behaviour with respect to traffic information and compliance to evacuation instructions. More specifically, we propose a model framework where the traffic simulation is executed only once (instead of many times within an iterative traffic flow convergence framework, e.g., yielding a user-equilibrium assignment). Within this one-time execution of the traffic simulation (or dynamic network loading procedure), travellers are initially assigned to their instructed route (and destination), yet may continuously update their destination and route during their trip – while accounting for the possibly disutility associated with non compliance – thereby responding to the changing (traffic) conditions (but not anticipating these conditions, as otherwise assumed by an iterative userequilibrium assignment). This way, the realized departure time, destination and route decisions are a result of the trade-off that travellers make between complying with the prescribed travel behaviour and following their preferred travel behaviour (i.e., the travel decisions that would have been made in absence of an active evacuation plan). Also, this approach allows modelling full compliance, no compliance, and any state in between. The face-validity of the model characteristics are illustrated using a hypothetical test example. The results show the importance of capturing compliance and information levels in the traffic simulation model, as they have a large impact upon the evacuation efficiency.","compliance; evacuation; network modelling; road infrastructure dynamics; traffic information; traveller behaviour","en","journal article","Delft University of Technology","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:5c3d47a2-c79d-4206-87e0-2ffb806670f0","http://resolver.tudelft.nl/uuid:5c3d47a2-c79d-4206-87e0-2ffb806670f0","A generic architecture for redesign of organizations triggered by changing environmental circumstances","Hoogendoorn, M.; Jonker, C.M.; Treur, J.","","2011","Artificial Intelligence has contributed (formal) design models and software support tools to application areas such as architecture, engineering and software design. This paper explores the effectiveness of applying design models to the area of organization (re)design. To that purpose a component-based model for (re)design of organizations is presented as a specialization of an existing generic design model. Using recently developed formalizations within Organization Theory organization models are described as design object descriptions, and organization goals as design requirements. A formal design process description is presented that models the redesign process for an organization that adapts to changes in the environment. The formally specified and implemented approach to organization redesign thus obtained has been tested for a well-known historical case study from the Organization Theory literature.","organizational redesign; organizational change; multi-agent systems; generic architecture","en","journal article","Springer Verlag","","","","","","","","Electrical Engineering, Mathematics and Computer Science","Mediamatics","","","",""
"uuid:9dc9ccc8-2488-4343-ab7e-2f9c638ae7dc","http://resolver.tudelft.nl/uuid:9dc9ccc8-2488-4343-ab7e-2f9c638ae7dc","A review on travel behaviour modelling in dynamic traffic simulation models for evacuations","Pel, A.J.; Bliemer, M.C.J.; Hoogendoorn, S.P.","","2011","Dynamic traffic simulation models are frequently used to support decisions when planning an evacuation. This contribution reviews the different (mathematical) model formulations underlying these traffic simulation models used in evacuation studies and the behavioural assumptions that are made. The appropriateness of these behavioural assumptions is elaborated on in light of the current consensus on evacuation travel behaviour, based on the view from the social sciences as well as empirical studies on evacuation behaviour. The focus lies on how travellers’ decisions are predicted through simulation regarding the choice to evacuate, departure time choice, destination choice, and route choice. For the evacuation participation and departure time choice we argue in favour of the simultaneous approach to dynamic evacuation demand prediction using the repeated binary logit model. For the destination choice we show how further research is needed to generalize the current preliminary findings on the location-type specific destination choice models. For the evacuation route choice we argue in favour of hybrid route choice models that enable both following instructed routes and en-route switches. Within each of these discussions, we point at current limitations and make corresponding suggestions on promising future research directions.","evacuation; travel behaviour; departure time choice; destination choice; route choice; dynamic traffic simulation","en","journal article","Springer Verlag","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:e0f28f62-6782-486b-965b-5b73ef2f7c3a","http://resolver.tudelft.nl/uuid:e0f28f62-6782-486b-965b-5b73ef2f7c3a","Orde in verkeerschaos: Si Vis Pacem, Para Bellum!","Hoogendoorn, S.","","2011","","169ste Dies Natalis","nl","public lecture","Delft University of Technology","","","","","","","","Delft University of Technology","","","","",""
"uuid:6bcc09dd-4720-4462-92de-8d0798df7333","http://resolver.tudelft.nl/uuid:6bcc09dd-4720-4462-92de-8d0798df7333","Rerouting behaviour of travellers under exceptional traffic conditions: An empirical analysis of route choice","Knoop, V.L.; Hoogendoorn, S.P.; Van Zuylen, H.","","2010","This paper investigates to what extent travellers change their route when faced with unexpected traffic situation. To this end, traffic data from days with serious incidents are analysed in this contribution. The flows retrieved from loop detectors on the routes past the incident and on alternative routes are compared with the same values on days without an incident. It is found that for major accidents up to 50% of the travellers deviate from their normal route if the traffic situation is different. Furthermore, more travellers take an alternative route if the delay on the original route is caused by an accident than if they are faced with the same delay on the original route without an incident. These findings are for instance important for providing route information or suggestions on alternative routes or for finding vulnerable links.","route choice; accidents; rerouting","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:014a6082-a346-4cfa-8914-2a0646b5295b","http://resolver.tudelft.nl/uuid:014a6082-a346-4cfa-8914-2a0646b5295b","Capacity of doors during evacuation conditions","Daamen, W.; Hoogendoorn, S.P.","","2010","In this paper, we show how the capacity of evacuation doors is affected by the evacuation door width, population composition, the presence of an open door and evacuation conditions. For this, laboratory experiments have been performed. Varying door opening widths showed that only the experiment with the widest door opening (275 cm) resulted in a capacity lower than the threshold capacity from the design guidelines (2.25 P/m/s). The average observed capacities are for all widths lowest for the lowest stress level and highest for the highest stress level. The population with a greater part of children has the highest capacity, while the lowest capacity is, as expected, found for the experiment with 5% disabled participants. The presence of a door opened in the escape direction in an angle of 90 degrees for a door opening of 85 cm results in a 20% capacity reduction.","emergency doors; capacity estimation; laboratory experiments","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:563058c6-6adf-46cf-8a2e-a15292e969ef","http://resolver.tudelft.nl/uuid:563058c6-6adf-46cf-8a2e-a15292e969ef","Psychological elements in car-following models: Mental workload in case of incidents in the other driving lane","Hoogendoorn, R.G.; Hoogendoorn, S.P.; Brookhuis, K.A.; Daamen, W.","","2010","Estimations of parameter values of car-following models show considerable differences between individuals and experiments. These differences may be caused by a different effect of external circumstances on mental workload of drivers. This effect may especially play a considerable role in case of driving under adverse conditions (e.g. evacuations, adverse weather conditions, road works and incidents on the freeway). These adverse conditions have shown to have a substantial impact on traffic flow operations. In this regard a driving simulator experiment was performed as to what extent an incident in the other driving lane influences physiological indicators as well as subjective estimates of mental workload as well as longitudinal driving behavior. Also was investigated whether current car-following models, represented by the Intelligent Driver Model and the Helly model, adequately incorporate longitudinal driving behavior under these circumstances using a calibration approach for joint estimation. From the results followed that perception of incidents in the other driving lane lead to significant changes in physiological indicators of mental workload as well as in longitudinal driving behavior. Through the estimation approach was indicated that the Intelligent Driver Model as well as the Helly model how show substantial changes in parameter values as well as that these models less adequately incorporate longitudinal driving behavior in case of incidents in the other driving lane.","adverse conditions; incident in the other driving lane; intelligent driver model; Helly model; longitudinal driving behavior; mental workload","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:58f4d3c3-0a38-4640-aded-51d7bca2396e","http://resolver.tudelft.nl/uuid:58f4d3c3-0a38-4640-aded-51d7bca2396e","Analysis of near-optimal evacuation instructions","Huibregtse, O.L.; Bliemer, M.C.J.; Hoogendoorn, S.P.","","2010","In this paper, approximations of optimal evacuation instructions are analyzed. The instructions, consisting of a departure time, a destination, and a route, are for the evacuation by car of a population of a region threatened by a hazard. An optimization method presented in earlier research is applied on three different hazard scenarios resulting in an instruction set for each scenario. These instruction sets are different because of network degeneration caused by the different hazard scenarios. Analysis of the network occupancy during the evacuations as consequence of the instruction sets shows that the capacity is used in the scenarios for minimal 87%, 90%, and 87% for the period wherein the effect of the network degeneration is relatively small. Although the results are logical, no clear patterns are perceptible in the instructions leading to this network occupancy. This endorses to the viewpoint from the earlier paper, namely, that it is useful to apply an optimization method to create evacuation instructions instead of applying instructions set up by straightforward rules (like evacuating to the nearest destination). Furthermore, it shows the efficiency of this specific optimization method.","evacuation; instructions; optimization","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:9deb6e2d-3f81-4ef2-b78a-8f4a72a11859","http://resolver.tudelft.nl/uuid:9deb6e2d-3f81-4ef2-b78a-8f4a72a11859","Evacuation modeling including traveler information and compliance behavior","Pel, A.J.; Hoogendoorn, S.P.; Bliemer, M.C.J.","","2010","Traffic simulation models are often used to support decisions when planning an evacuation. Scenario analyses based on these models then typically focus on traffic dynamics and the effect of traffic control measures in order to locate possible bottlenecks and predict evacuation times. A clear approach to incorporate traveler information and compliance behavior in evacuation modeling is however lacking. The consequence is that the impacts hereof are often insufficiently accounted for. In this contribution, we show how traveler information and compliance behavior are included in the evacuation model EVAQ by applying a hybrid route choice model and internalizing the generalized costs of deviating from the instructions. The impact of traveler information and compliance behavior is discussed using a case study describing the evacuation of the Rotterdam metropolitan area in the Netherlands.","compliance; information; instructions; evacuation modeling","en","journal article","Elsevier","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:7db8769a-3e19-4659-a49e-54d179d32a2b","http://resolver.tudelft.nl/uuid:7db8769a-3e19-4659-a49e-54d179d32a2b","Emergency Door Capacity: Influence of Door Width, Population Composition and Stress Level","Daamen, W.; Hoogendoorn, S.P.","","2010","For the new version of the Dutch design guidelines for buildings, a threshold value for the capacity of emergency doors needs to be set. Innovative largescale laboratory experiments have been performed to investigate the capacity of emergency doors during evacuation conditions. This paper focuses in particular on the relation between capacity and the independent variables doorway width, population composition, stress level and presence of an open door. It turned out that only the experiment with the widest doorway (275 cm) resulted in a capacity lower than the capacity from the current design guidelines (2.25 P/m/s). The average observed capacities are for all widths lowest for the lowest stress level and highest for the highest stress level. The population with a greater part of children has the highest capacity (on average 3.31 P/m/s). This is mainly due to the smaller physical size of children compared to adults and elderly, which makes it possible that more children can pass a door at the same time than adults. The lowest capacity (on average 2.02 P/m/s) is found for the experiment with 5% disabled participants. The presence of a door opened in the escape direction in an angle of 90º for a doorway of 85 cm results in a 20% capacity reduction compared to the reference experiment. The open door does not physically narrow the doorway, but it leads to interactions between participants reducing their speed and the corresponding outflow.","Capacity of emergency doors; Population; Door width; Laboratory experiments; Stress level","en","journal article","Springer Verlag","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:743d0c53-826e-4d19-8e45-75985c266801","http://resolver.tudelft.nl/uuid:743d0c53-826e-4d19-8e45-75985c266801","A disaggregate freight transport model of transport chain and shipment size choice","Windisch, E.; De Jong, G.C.; Van Nes, R.; Hoogendoorn, S.P.","","2010","The field of freight transport modelling is relatively young compared to passenger transport modelling. However, some key issues in freight policy, like growing freight shares on the road, advanced logistics concepts or emerging strict freight transport regulations, have been creating increasing demand for freight transport models that satisfy the increased need for detail. (Tavasszy 2006). Especially regarding the increased detail needs, shortcomings in existing freight transport models are found. Firstly, mainly due to lack of disaggregate data in freight transportation, most existing freight transport models are aggregate models (De Jong 2007) rather than disaggregate models. This can result in a big loss of precision, particularly if aggregate groups of freight shipments are not homogenous with respect to their attributes. Secondly, logistics concepts, being a key issue in the development of freight transport, are insufficiently incorporated in freight models. Practically every freight transport model system proposed in literature or used in practice suffers from a lack of explicit treatment of logistics choices or explicit incorporation of a logistics costs perspective. Thirdly, although it has been widely accepted that decision makers make their choices of mode and shipment size simultaneously (Abdelwahab 1998), many freight transport models consider key decisions in an oversimplified sequential order, or ignore shipment size altogether.","","en","conference paper","Association for European Transport (AET)","","","","","","","","Civil Engineering and Geosciences","Transport en Planning","","","",""
"uuid:c69b8fce-0554-4c2a-a2ed-e0ae43dbf14e","http://resolver.tudelft.nl/uuid:c69b8fce-0554-4c2a-a2ed-e0ae43dbf14e","Dynamic Equilibrium Assignment Convergence by En-route Flow Smoothing","Pel, A.J.; Bliemer, M.C.J.; Hoogendoorn, S.P.","","2010","An essential feature in many dynamic traffic assignment (DTA) models used for planning purposes is to compute the (dynamic) equilibrium assignment, where travellers follow user-optimal routes, leading to minimal experienced route travel times. To compute these time-varying route flows in the equilibrium assignment, an iterative procedure is typically required, in which usually either the route flows or the route costs are averaged over successive iterations in order for the assignment to converge. To speed up this convergence, several methods have been proposed and tested. This paper proposes a new method using enroute route flow smoothing to efficiently derive the dynamic equilibrium assignment. At the same time, the newly proposed method aims at solving potential problems due to grid-locks. When grid-locks (are about to) occur, and consequently travel times increase on these road sections, travellers are rerouted (i.e., take a detour) thereby resolving the grid-lock conditions. These higher travel costs – due to detours and penalties for deviating from their initial route – will lead to different pre-trip route choice decisions, such that in the end an equilibrium still can be determined (where the equilibrium situation does not have grid-lock or circular routes). The method is described and tested on the Sioux Falls network. The application section shows that en-route smoothing indeed resolves grid-locks and speeds up the convergence rate. In the application, when applying en-route smoothing, approximately half the number of iterations is needed to find an assignment yielding an equal duality gap. Some explanations are given for this, and suggestions are made to further investigate how the method can be improved.","","en","conference paper","University of Tokyo","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:d31f97bb-e868-4b33-a85d-e0c179cdf706","http://resolver.tudelft.nl/uuid:d31f97bb-e868-4b33-a85d-e0c179cdf706","A paradox in dynamic traffic assignment: Dynamic extension of the Braess paradox","Knoop, V.L.; Hoogendoorn, S.P.; van Arem, B.","","2010","","","en","conference paper","Norwegian University of Science and Technology","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:5214cbbf-324b-4a99-88ed-53af869f6f1d","http://resolver.tudelft.nl/uuid:5214cbbf-324b-4a99-88ed-53af869f6f1d","EVAQ: An Evacuation Model for Travel Behavior and Traffic Flow","Pel, A.J.; Bliemer, M.C.J.; Hoogendoorn, S.P.","","2010","","","en","conference paper","Norwegian University of Science and Technology","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:109d4aad-d8aa-447c-baae-5c02bfb21c32","http://resolver.tudelft.nl/uuid:109d4aad-d8aa-447c-baae-5c02bfb21c32","Model-based Optimal Evacuation Planning anticipating Traveler Compliance Behavior","Pel, A.J.; Huibregtse, O.L.; Hoogendoorn, S.P.; Bliemer, M.C.J.","","2010","Instructing evacuees on their departure time, destination, and route can lead to more efficient evacuation traffic operations. While current evacuation plan optimization techniques are limited to assessing mandatory evacuation where travelers strictly follow the instructions, in reality a share of travelers likely decides not to comply. Here we show how 1) traveler compliance behavior affects evacuation efficiency, and 2) evacuation efficiency can be improved in case of less than full compliance when this traveler compliance is anticipated on. To this end, we use heuristic ant colony optimization in combination with the evacuation network model EVAQ in which compliance behavior is explicitly accounted for. The method is described and illustrated using the case study describing the evacuation of the Walcheren peninsula, the Netherlands. The method and application underline the conclusion that traveler compliance is an essential consideration while deciding on the appropriate evacuation instructions to be given. Also, the approach proposed here gives direction to further research along this line contributing to the understanding of the impact of traveler compliance behavior and its assessment in evacuation planning.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:319dffb8-3bbc-49de-a6c5-68d8972f3888","http://resolver.tudelft.nl/uuid:319dffb8-3bbc-49de-a6c5-68d8972f3888","A generic method to optimize instructions for the control of evacuations","Huibregtse, O.L.; Hoogendoorn, S.P.; Pel, A.J.; Bliemer, M.C.J.","","2010","A method is described to develop a set of optimal instructions to evacuate by car the population of a region threatened by a hazard. By giving these instructions to the evacuees, traffic conditions and therefore the evacuation efficiency can be optimized. The instructions, containing a departure time, a destination, and a route, are created using an optimization method based on ant colony optimization. Iteratively is searched for an approximation of the optimal evacuation instructions. The usefulness of the optimization method compared to other optimization methods is the simultaneous optimization of the departure time, destination, and route instructions instead of the optimization of only one or two of these variables for a dynamic instead of static evacuation problem. In a case study, the functioning of the method is illustrated. The relative high fitness in the case study of the set of instructions following from the optimization method compared with the fitness of a set of instructions set up by straightforward rules (like evacuating to the nearest destination) shows also the usefulness of applying an optimization method to create a set of evacuation instructions.","evacuation; instructions; control; optimization; ant colony optimization","en","conference paper","IFAC","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:6c0d4f56-9ac4-4ce8-9d17-fc4f6a3342d3","http://resolver.tudelft.nl/uuid:6c0d4f56-9ac4-4ce8-9d17-fc4f6a3342d3","Bayesian calibration of car-following models","Van Hinsbergen, C.P.IJ.; Van Lint, H.W.C.; Hoogendoorn, S.P.; Van Zuylen, H.J.","","2010","Recent research has revealed that there exist large inter-driver differences in car-following behavior such that different car-following models may apply to different drivers. This study applies Bayesian techniques to the calibration of car-following models, where prior distributions on each model parameter are converted to posterior distributions. The priors and posteriors are then used to calculate the so-called ‘evidence’, which can be used to quantitatively assess how well different models explain one driver’s car-following behavior. When considered over multiple drivers, the evidence represents probabilities for different models as a whole. These model probabilities can be used in a micro simulation, where for each driver first a model is drawn according to these probabilities, after which parameters are drawn from the posterior distribution for each parameter of that model that were obtained when calibrating the model. In a test case on actual data the Bayesian evidence indeed reveals inter-driver differences and it is shown how these differences can quantitatively be assessed","Calibration, car-following model; longitudinal driver behavior; Bayesian evidence; interdriver differences","en","conference paper","IFAC","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:1137ebe3-3dcb-43ca-84f7-89bbbbc2d635","http://resolver.tudelft.nl/uuid:1137ebe3-3dcb-43ca-84f7-89bbbbc2d635","Efficient particle-based estimation of marginal costs in a first-order macroscopic traffic flow model","Zuurbier, F.S.; Hegyi, A.; Hoogendoorn, S.P.","","2010","Marginal costs in traffic networks are the extra costs incurred to the system as the result of extra traffic. Marginal costs are required frequently e.g. when considering system optimal traffic assignment or tolling problems. When explicitly considering spillback in a traffic flow model, one can use a numerical derivative or resort to heuristics to calculate the marginal costs. Numerical derivatives are computationally demanding, restricting its use to simple networks. Heuristic approaches in most cases approximate the marginal costs by only considering the extra costs on the links which are traveled by the extra traffic, excluding the possibly external costs incurred on other links due to spillback. This paper proposes a novel way to estimate the true marginal costs of traffic in a dynamic discrete LWR model which correctly deals with congestion onset, spillback and dissolution. The proposed methodology tracks virtual changes in density through the network by means of particles which travel along with the characteristics of traffic. By using density based cost functions, the virtual changes in density can be directly related to the marginal costs. The computational efficiency of the methodology stems from the fact that only local conditions are considered when propagating the virtual change in density. The paper discusses the methodology and necessary model extensions, provides a numerical validation experiment illustrating the exact detail of the solution by comparison to a numerical derivative and discusses some generalizations.","optimization; dynamic traffic assignment; system optimal; LWR; marginal costs; particle","en","conference paper","IFAC","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:ef31a5af-4b47-4126-9157-02b1963cdccc","http://resolver.tudelft.nl/uuid:ef31a5af-4b47-4126-9157-02b1963cdccc","Coordination concepts for ramp metering control in a freeway network","Yuan, Y.; Daamen, W.; Hoogendoorn, S.; Vrancken, D.","","2010","The steadily increasing numbers and lengths of traffic jams on freeways have led to the application of Dynamic Traffic Management (DTM) measures all over the world. Ramp metering control has proven to be one of the most efficient means to reduce freeway congestion. Currently, it is expected that integrated and coordinated application of DTM measures will further improve its impact. This paper studies a coordinated ramp metering control algorithm called HERO/RWS. This algorithm has been developed for the current Dutch ramp metering systems and it will be applied on the Amsterdam A10 freeway network in the near future. The aim of this algorithm is to postpone congestion on freeways by effectively using ramp storage space from upstream on-ramps. VISSIM-based microscopic simulation results show that the HERO/RWS coordinated control outperforms noncoordinated ramp metering control. Parameter settings have been optimized for the specific A10-west network through a robustness study. In addition, the concept of coordination between ramp meter and upstream intersection traffic controllers is developed. The feasibility of this idea has been proven by a simulation study.","HERO/RWS ramp metering coordination algorithm; upstream intersection coordination; Amsterdam A10 beltway; microscopic simulation","en","conference paper","IFAC","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:5b4099b7-905e-439c-a802-676b0c71b030","http://resolver.tudelft.nl/uuid:5b4099b7-905e-439c-a802-676b0c71b030","Online travel time estimation in urban areas using the occupancy of long loop detectors","Mak, W.K.; Viti, F.; Hoogendoorn, S.P.; Hegyi, A.","","2010","Roads in the Netherlands are often heavily congested. Real-time travel time information can be a valuable instrument to reduce the impact of increasing traffic demand on travel time with advantages for traffic participants as well as for the traffic network managers. For urban roads travel time estimation is a more complex problem than for freeways. In order to provide online, real-time and accurate travel times, in this paper a new estimation approach is developed based on measurements supplied by the (vehicle-dependent) traffic controllers. These measurements include the occupancy from the corresponding long loop, the flow from the short loop, and the green percentages. Based on these measurements the location and length of the queues is estimated. Moreover, the approach transforms the data in a way that the underlying reason(s) of congestion becomes apparent (in terms of bottleneck location), which can be very useful for, e.g., advanced traffic information systems or decision support systems. Compared with the approach based on license plate recognition cameras, which is used in the Netherlands in many locations, this approach is expected to be more accurate in heavily congested situations, since for license plate recognition vehicles have to pass the end of the route before the traveled time can be measured. The approach is tested with real traffic data for an urban route in the Netherlands. The test case presented in the paper shows that the use of the additional data from traffic controllers (occupancy, green percentage, waiting time of first vehicle in queue) is beneficial.","urban travel time estimation; long detector loops; travel information; traffic signal data","en","conference paper","IFAC","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:a5c8f844-f1c0-4963-b5fb-c7dca8fafe1c","http://resolver.tudelft.nl/uuid:a5c8f844-f1c0-4963-b5fb-c7dca8fafe1c","Stochastic incident duration: Impact on delay","Knoop, V.L.; Hoogendoorn, S.P.; Van Zuylen, H.J.","","2010","The duration of incidents is a stochastic variable with a variation spread. This chapter analyzes the consequences of this stochastic nature of the duration in terms of delay. It uses shockwave theory to describe traffic states. As opposed to a point queue model, the head and the tail of the queue are separately modeled and in this way the spatial extent of the queue is properly described. Using the traffic states, the delay is analytically calculated. The paper distinguishes between three scenarios: (1) an incident happens on a road stretch without any influence of a junction; (2) an incident happens upstream of a junction; a queue forms upstream of the incident and capacity of the downstream links is insufficient to handle the queue discharge rate; (3) an incident happens downstream of a junction and the tail of the queue crosses the junction. We derive a formula for the total delay. Because the delay is a non-linear function of the duration, the expected delay is not equal to the delay of the incident with the expected duration. In the scenarios without spillback (the first two scenarios), the delay is proportional to the square of the duration of the blocking. The expected delay is expressed as a function of the variance of the duration of the blocking. Also, the variance of the average delay per involved traveler is expressed as function of the variance of the delay.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:273291fc-9ff9-4663-b510-983a0f07fd4c","http://resolver.tudelft.nl/uuid:273291fc-9ff9-4663-b510-983a0f07fd4c","Stochastic Incident Duration: Impact on Delay (poster)","Knoop, V.L.; Hoogendoorn, S.P.; Van Zuylen, H.J.","","2010","The delay caused by an incident depends on many variables. This paper introduces an analytical expression for the delay, describing the location and length of the queue by shockwave theory. As long as the congestion remains on the same link, delay is proportional to the square of the duration, even in case the outflow is reduced by a junction downstream. This gives an elegant expression for the expected delay. Once the queue grows to other links (spillback or blocking back), the influence of duration becomes even larger. Therefore, it is useful to avoid spillback by network design or reduce incident times as much as possible.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:da52888a-12c7-4033-8462-7ecb8005b686","http://resolver.tudelft.nl/uuid:da52888a-12c7-4033-8462-7ecb8005b686","Link-level vulnerability indicators for real-world networks (poster)","Knoop, V.L.; Snelder, M.; Van Zuylen, H.J.; Hoogendoorn, S.P.","","2010","Literature proposes link-based indicators as predictors of the delay caused by a blockade on a particular link. This paper cross-compares these indicators and compares them with the result of a full simulation. The indicators predict different links to be vulnerable. Furthermore, the indicators do not provide a good indication of the delay of a blockade, partly because traffic dynamics (including spillback or blocking back) are not well included in the indicators. A linear combination of different indicators does not increase the performance either. Once more than one indicator is included in the fit, the predictive value of the combination of the indicators is lower than the predictive value of one indicator due to over fitting.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:931b0de2-56a5-44cf-bcf3-79fee2c5446e","http://resolver.tudelft.nl/uuid:931b0de2-56a5-44cf-bcf3-79fee2c5446e","Link-level vulnerability indicators for real-world networks","Knoop, V.L.; Snelder, M.; Van Zuylen, H.J.; Hoogendoorn, S.P.","","2010","It is computationally expensive to find out where vulnerable parts in a network are. In literature a variety of methods were introduced that use relatively simple selection criteria (measured in real-life or calculated in a traffic simulator) to pre-determine the seriousness of the delays caused by the blocking of that link and thereafter perform a more detailed analysis. This paper reviews the selection criteria proposed in the literature and assesses the quality of these criteria. Furthermore, a multi linear fit of the criteria is made to find a better, combined, criterion to rank the links according to their vulnerability. The paper shows that different criteria indicate different links to be vulnerable. Also combined they cannot well predict the vulnerability of a link. Therefore, it is concluded that to find vulnerable links, one has to look further than link-based indicators.","","en","conference paper","TRB","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:219eb236-8f89-4d91-b1ce-c280f64ea1a4","http://resolver.tudelft.nl/uuid:219eb236-8f89-4d91-b1ce-c280f64ea1a4","Capacity Reductions at Incidents Sites on Motorways","Knoop, V.; Hoogendoorn, S.; Adams, K.","","2009","Incidents cause a large part of the delays in road networks. This is caused by a decrease of the capacity at the incident site. A detailed knowledge of the queue discharge rate can improve for instance the traffic prediction and thereby improve delay information or routing advice. Therefore, this study determines the queue discharge rate for many incident locations during an incident situation and these are compared with the queue discharge rate at the same location in normal conditions. Ninety incidents meet the requirements to apply the proposed methodology. It is found in case a driving lane is blocked, the queue discharge rate for each available lane is reduced by 50%. In case the driving lanes are open but there is a distraction of an incident at the emergency lane or on the roadway for the opposite direction, the queue discharge rate is reduced by 30%.","incidents; accidents; road capacity","en","journal article","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:3f51cfca-4303-4600-bcfa-0584f8ac9ba4","http://resolver.tudelft.nl/uuid:3f51cfca-4303-4600-bcfa-0584f8ac9ba4","Ontology-based Business Activity Monitoring Agent (extended abstract)","Ferro, D.N.; Hoogendoorn, M.; Jonker, C.M.","","2009","","","en","conference paper","","","","","","","","","Electrical Engineering, Mathematics and Computer Science","Intelligent Systems","","","",""
"uuid:dab84505-e8d1-47db-89db-d2d64771ad2a","http://resolver.tudelft.nl/uuid:dab84505-e8d1-47db-89db-d2d64771ad2a","The Expected Effectivity of the Dynamic Speed Limit Algorithm SPECIALIST: A Field Data Evaluation Method","Hegyi, A.; Hoogendoorn, S.P.; Schreuder, M.; Stoelhorst, H.","","2009","","","en","conference paper","EUCA","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:ab18f0e2-b5f0-4b2c-91db-756eb50db26a","http://resolver.tudelft.nl/uuid:ab18f0e2-b5f0-4b2c-91db-756eb50db26a","Verkeersmanagement bij exceptionele omstandigheden","Hoogendoorn, S.P.; Landman, R.L.; Knoop, V.L.; Pel, A.J.; Huibregtse, O.L.; Hoogendoorn, R.G.","","2009","Hoe kwetsbaar onze verkeersinfrastructuur is, blijkt wel bij exceptionele omstandigheden. Eén incident (calamiteit of ongeval) en er ontstaat een verkeersinfarct. Kan dit worden voorkomen? Zo ja, hoe dan? Zijn er bruikbare modellen om effecten in te schatten? En hoe staat het met de human factor, welhaast in elke keten de meest kwetsbare schakel? Enkele wetenschappers van de TU Delft brengen in dit artikel de verschillende facetten van verkeersmanagement bij exceptionele omstandigheden in kaart.","","nl","journal article","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:d301ccb3-40ae-4d77-a745-ab278a5d45c2","http://resolver.tudelft.nl/uuid:d301ccb3-40ae-4d77-a745-ab278a5d45c2","Microscopic Traffic Behaviour near Incidents","Knoop, V.L.; Van Zuylen, H.J.; Hoogendoorn, S.P.","","2009","Much of the delays on road networks are caused by incidents. This is partially caused by blockage or closure of lanes, but also by the change of driving behaviour in the remaining lanes. This contribution analyses traffic flow conditions near an incident both microscopically and macroscopically. A theory is proposed to describe drivers’ behaviour, which is tested using traffic data of individual vehicles, collected using a helicopter. A bimodal headway distribution is observed, centred around two mean values, 2 seconds and 4 seconds. To understand the underlying mechanisms a car-following model is fitted to the drivers’ behaviour. The model parameters show that the reaction time is much higher than usual. Using this model-based analysis, we conclude that the incident distracts the drivers and less attention is paid to the driving process. The consequence is that the queue discharge rate for the unblocked lanes is 30% lower than the usual queue discharge rate per lane.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:f55b4508-6e69-458d-a1ae-27baab81b502","http://resolver.tudelft.nl/uuid:f55b4508-6e69-458d-a1ae-27baab81b502","Delay of Incidents Consequences of Stochastic Incident Duration","Knoop, V.L.; Hoogendoorn, S.P.; Van Zuylen, H.J.","","2009","The delay caused by an incident depends on many variables. This paper introduces an analytical expression for the delay, describing the location and length of the queue by shockwave theory. As long as the congestion remains on the same link, delay is proportional to the square of the duration, even in case the outflow is reduced by a junction downstream. This gives an elegant expression for the expected delay. Once the queue grows to other links (spillback or blocking back), the influence of duration becomes even larger. Therefore, it is useful to avoid spillback by network design or reduce incident times as much as possible.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:888d5e89-2b76-4839-88d3-9bcd7d37aa46","http://resolver.tudelft.nl/uuid:888d5e89-2b76-4839-88d3-9bcd7d37aa46","Delay of Incidents Consequences of Stochastic Incident Duration (poster)","Knoop, V.L.; Hoogendoorn, S.P.; Van Zuylen, H.J.","","2009","The delay caused by an incident depends on many variables. This paper introduces an analytical expression for the delay, describing the location and length of the queue by shockwave theory. As long as the congestion remains on the same link, delay is proportional to the square of the duration, even in case the outflow is reduced by a junction downstream. This gives an elegant expression for the expected delay. Once the queue grows to other links (spillback or blocking back), the influence of duration becomes even larger. Therefore, it is useful to avoid spillback by network design or reduce incident times as much as possible.","","en","conference paper","","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:4b4e33a5-06b4-4bad-90f6-79f7c9fdee01","http://resolver.tudelft.nl/uuid:4b4e33a5-06b4-4bad-90f6-79f7c9fdee01","Empirical differences between time mean speed and space mean speed","Knoop, V.L. (TU Delft Transport and Planning); Hoogendoorn, S.P. (TU Delft Transport and Planning); van Zuylen, H.J. (TU Delft Transport and Planning)","Appert-Rolland, C (editor); Chevoir, F (editor); Gondret, P (editor); Lassarre, S (editor); Lebacque, JP (editor); Schreckenberg, M (editor)","2009","Insight into traffic flow characteristics is often gained using local measurements. To determine macroscopic flow characteristics, time aggregation of microscopic information is required.
Usually, a data collection system stores values averaged over time. However, it is well known that a time mean average overestimates the influence of faster vehicles, and consequently overestimates the mean speed. As a direct result, densities, computed from flow and speed, are underestimated.
This paper compares the time mean speed and space mean speed, using data of individual car passages on a motorway road stretch. We show that the differences between time mean and space mean averages are substantial, up to a factor four. In particular in the lower speed regions the error is big. We indicate the considerable consequences for the jam density and shock wave speed. Finally, a fundamental diagram based on correctly averaged microscopic data can be fitted much better.","Conf.proc. > 3 pag","en","conference paper","Springer","","","","","","","2010-07-01","","","Transport and Planning","","",""
"uuid:11efe77d-425d-484c-a2bc-0026d83b611e","http://resolver.tudelft.nl/uuid:11efe77d-425d-484c-a2bc-0026d83b611e","The Influence of Spillback Modelling when Assessing Consequences of Blockings in a Road Network","Knoop, V.; Van Zuylen, H.; Hoogendoorn, S.","","2008","Robustness of a network is a main objective for road network managers these days, and has therefore become an important study area for transportation scientists. This article discusses one specific aspect in assessing road network robustness: the consequences of the closure of a link. These spillback effects have been examined in a dedicated traffic simulator in which the representation of spillback can be switched on and off. The impacts are studied in a simulation study of a road network of a regional size in which sequentially links are blocked. Two scenarios for route choice are considered: a fixed route choice based on a daily congestion pattern and a route choice adapted to the actual congestion caused by the closure. The study has also shown the influence of information which makes travellers adapt their routes. Road network robustness and characteristics of vulnerable links are evaluated for both spillback and non-spillback cases. It is found that a valid spillback modelling is a prerequisite for correctly analysing the robustness of the network as a whole, as well as for correctly indicating the locations in the network where a closure causes the largest delays. Furthermore, without simulating spillback, it is not possible to identify correctly the most vulnerable links for the network performance.","robustness; vulnerable links; spillback; blocking back","en","journal article","","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:15927e47-7193-4a0e-a367-4b45cfa1ccdf","http://resolver.tudelft.nl/uuid:15927e47-7193-4a0e-a367-4b45cfa1ccdf","A changing village: Second homeownership in Rhodes, South Africa","Hoogendoorn, G.","","2008","Papers workshops. Rural geographies have changed significantly over the past half century. These reconfigured geographies are increasingly denoted as evolving from a productivist to a post-productivist state and second home development has increasingly been implicated as contributing to such change. This paper considers this post-productivist contention in the context of Rhodes, South Africa. It is argued that second home development is contributing towards an emerging post-productivist countryside. This argument is developed through three sections of discussion and analysis. Firstly, changes such as diversification, dispersion and extensification within the post-productivist countryside, has predominantly coincided with the advent of an open agricultural economy which was ushered in during the first years of inclusive democracy in South Africa. Secondly, a subsidiary intention of this investigation is to delineate how second homeownership as part of the larger tourism industry has contributed to the economic diversification of the Rhodes countryside. Thirdly, a broad analysis of the impact of second home ownership is given with reference to its social and economic influence. The paper concludes that, coinciding with the post-productivist changes in the Rhodes countryside, second home ownership has contributed to job creation and has had a varied tourism and regional impact which has added much needed support to the economy of the town.","","en","conference paper","","","","","","","","","","","","","",""
"uuid:5961ef81-14be-4c49-8e80-81ea3ebb6a54","http://resolver.tudelft.nl/uuid:5961ef81-14be-4c49-8e80-81ea3ebb6a54","Energy function behavior in optimization based image sequence stabilization in presence of moving objects","Karimi Nejadasl, F.; Gorte, B.G.H.; Snellen, M.M.; Hoogendoorn, S.P.","","2008","In this paper, we address the registration of two images as an optimization problem within indicated bounds. Our contribution is to identify such situations where the optimum value represents the real transformation parameters between the two images. Consider for example Mean Square Error (MSE) as the energy function: Ideally, a minimum in MSE corresponds to transformation parameters that represent the real transformation between two images. In this paper we demonstrate in which situations the optimum value represents the real transformation parameters between the two images. To quantify the amount of disturbances allowed, these disturbances are simulated for two separate cases: moving objects and illumination variation. The results of the simulation demonstrate the robustness of stabilizing image sequences by means of MSE optimization. Indeed, it is shown that even a large amount of disturbances will not cause the optimization method to fail to find the real solution. Fortunately, the maximal amount of disturbances allowed is larger than the amount of signal disturbances that is typically met in practice.","registration; transformation; visualization; orientation; correlation; image sequences; aerial","en","conference paper","International Society for Photogrammetry and Remote Sensing","","","","","","","","Aerospace Engineering","Remote Sensing","","","",""
"uuid:5feb9aa6-d1bc-482b-8570-7e892bdf3bc5","http://resolver.tudelft.nl/uuid:5feb9aa6-d1bc-482b-8570-7e892bdf3bc5","Optimization based image registration in the presence of moving objects","Karimi Nejadasl, F.; Gorte, B.G.H.; Hoogendoorn, S.P.; Snellen, M.","","2008","","registration; optimization; Differential Evolution; Nelder-Mead; 3D Euclidean","en","conference paper","","","","","","","","","Aerospace Engineering","Remote Sensing","","","",""
"uuid:234c6156-f828-41e6-ad32-f5e8e2816989","http://resolver.tudelft.nl/uuid:234c6156-f828-41e6-ad32-f5e8e2816989","The impact of changes in sediment supply and sea-level on fluvio-deltaic stratigraphy","Hoogendoorn, R.M.","Kroonenberg, S.B. (promotor)","2006","Studies in stratigraphy are often driven by the predicted climate change and possible gains for the oil and gas industry. Because, at present predictions of the development of future deltaic architecture are insufficient. This thesis addresses the problem of qualitative and quantitative understanding of sedimentary systems in two stages. In the first stage the stratigraphy of Holocene delta deposits of the Kura and Mahakam deltas (respectively in Azerbaijan en Indonesia) are studied. Results from these studies provide insights as an analogue to ancient systems and serve as an example for expected future conditions. The results form the Kura delta show a prominent role for the rapid sea-level change of the Caspian Sea, while the results of Mahakam delta suggest an important role for the eustatic Holocene sea-level curve and the absence of floods of the Mahakam River. Information obtained from studies in a similar context have the potential to reduce uncertainties and increase confidence in models. The second stage of this thesis covers the development of a process-response simulation model to assess the impact of changes in sediment supply and sea-level on fluvio-deltaic stratigraphy. Anticipating on the dominant role of sediment supply on fluvial dominated deltas, a choice is made for a detailed investigation in how to incorporate good estimates of sediment supply in the numerical model, that enable to explore the possibilities of using a probabilistic approach instead of a deterministic output or geostatistical analysis.","deltas; rivers; caspian sea; borneo; stochastic modelling; probabilities","en","doctoral thesis","","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:e0f703db-ac7f-492f-b456-82f5bc0f871f","http://resolver.tudelft.nl/uuid:e0f703db-ac7f-492f-b456-82f5bc0f871f","Empirical analysis of two-leader car-following behavior","Hoogendoorn, S.P.; Ossen, S.","","2006","","","en","journal article","TU Delft","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:f058072d-a881-499b-84fc-f87082d29f43","http://resolver.tudelft.nl/uuid:f058072d-a881-499b-84fc-f87082d29f43","Opportunities of advanced driver assistance systems towards overtaking","Hegeman, G.; Brookhuis, K.; Hoogendoorn, S.","","2005","","","en","journal article","TU Delft","","","","","","","","","","","","",""
"uuid:4e6d5d14-fd05-4a79-bf27-59ecae3f960a","http://resolver.tudelft.nl/uuid:4e6d5d14-fd05-4a79-bf27-59ecae3f960a","Decision support in dynamic traffic management","Hoogendoorn, S.P.; De Schutter, B.; Schuurman, H.","","2003","","","en","journal article","TU Delft","","","","","","","","","","","","",""
"uuid:cf96890f-5aab-4c67-adfe-f1b523c36d5d","http://resolver.tudelft.nl/uuid:cf96890f-5aab-4c67-adfe-f1b523c36d5d","Influence of the sails on the behaviour of a sailing yacht in waves","Hoogendoorn, B.","Pinkster, J.A. (mentor)","2003","","yachting","","master thesis","","","","","","","","indefinite","Mechanical, Maritime and Materials Engineering","Marine and Transport Technology","Ship Hydromechanics and Structures","","",""
"uuid:d6e2f68e-ae78-4529-8ccb-5e63b927f56c","http://resolver.tudelft.nl/uuid:d6e2f68e-ae78-4529-8ccb-5e63b927f56c","Controlled experiments to derive walking behaviour","Daamen, W.; Hoogendoorn, S.","","2003","","","en","journal article","TU Delft","","","","","","","","","","","","",""
"uuid:9bde8299-4dfa-4587-a953-28e0fb85eeae","http://resolver.tudelft.nl/uuid:9bde8299-4dfa-4587-a953-28e0fb85eeae","Controlled experiments to derive walking behaviour","Daamen, W.; Hoogendoorn, S.P.","Bovy, P.H.L. (contributor)","2002","","","en","conference paper","Delft University Press","","","","","","","","Trail","","","","",""
"uuid:aba5d3f8-56e8-486e-abd8-edff2ce4461f","http://resolver.tudelft.nl/uuid:aba5d3f8-56e8-486e-abd8-edff2ce4461f","Robust freeway travel time prediction with state-space neural networks, a recurrent neural network approach","van Lint, J.W.C.; Hoogendoorn, S.P.; van Zuylen, H.J.","Bovy, P.H.L. (contributor)","2002","","","en","conference paper","Delft University Press","","","","","","","","Trail","","","","",""
"uuid:650e6c4a-3273-48e8-a385-c0950082accc","http://resolver.tudelft.nl/uuid:650e6c4a-3273-48e8-a385-c0950082accc","Opstellen meetsysteem dataverzameling congestie","Gorte, B.; Van Zuylen, H.; Hoogendoorn, S.P.","","2002","Rapport in opdracht van het Ministerie van Verkeer en Waterstaat, Adviesdienst Verkeer en Vervoer.","verkeerskunde; digitale fotogrammetrie","nl","report","Delft University of Technology, Faculty Civil Engineering and Geosciences","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:f3802ff0-33a2-4013-8661-84de4e59c7dd","http://resolver.tudelft.nl/uuid:f3802ff0-33a2-4013-8661-84de4e59c7dd","Normative pedestrian flow behavior theory and applications","Hoogendoorn, S.P.","","2001","Gaining insights into pedestrian flow operations and assessment tools for pedestrian walking speeds and comfort is important in for instance planning and geometric design of infrastructural facilities. Additionally, management of pedestrian flows requires knowledge of pedestrian flow behavior. However, compared to vehicular traffic, pedestrian flow operations are very complex. This is why vehicular flow simulation modeling approaches are generally not applicable to pedestrian flows. Motivated by the need for accurate pedestrian flow models, this report presents an integral theory and models for pedestrian activity scheduling, path determination in the twodimensional space, and walking behavior, under the assumption of utility optimization. In the theory put forward, pedestrians are assumed to make a simultaneous choice of the optimal activity pattern and path, on the one hand optimizing the utility of the activities, while on the other hand minimizing the cost of walking to reach the activity areas. In doing so, we formulate the pedestrian wayfinding problem as an optimal control problem in continuous time and space, where pedestrians aim to walk to the respective activity areas, while optimizing some trade-off between travel time, discomfort due to walking too close to obstacles and walking too quickly. At the same time, both the order in which the activities are performed (as far as their order is free), as well as whether an activity is performed at all, is optimized as well. Given that the pedestrian has determined both the optimal activity pattern as well as the optimal path, we postulate that pedestrian behavior at the operational level is also a result of a utility optimization process. At this level, pedestrians minimize the cost incurred while straying from the planned path, walking too close to other pedestrians, and cost due to large accelerations and decelerations. By applying calculus of variations, explicit mathematical relations are derived describing the acceleration, direction changing, and interaction behavior of a pedestrian. Throughout the report, the theory and models are illustrated by application examples.","slow traffic; pedestrians","en","report","Delft University of Technology, Faculty Civil Engineering and Geosciences","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:cb5ae0de-d9da-4b6a-9801-dc3d759fac32","http://resolver.tudelft.nl/uuid:cb5ae0de-d9da-4b6a-9801-dc3d759fac32","Advanced Driver Assistance Systems: Traffic Impacts Assessed by Micro-simulation","Hoogendoorn, S.P.","","2001","This report presents results of research carried out in the ADVISORS project. The objective of this research is to develop a methodology to assess road traffic efficiency and environmental impacts of Advanced Driver Assistanc e Systems (ADAS) at both the microscopie and the network level. The results discussed in this report pertain to the microscopie analysis, in showing the impact ofADAS on bottleneck capacity and capacity distribution among the main-road and the on-ramps (if applicable) for both Autonomous Intelligent Cruise Control (AICC) as weil as Intelligent Speed Adaptation (ISA). Moreover, impact on traffic safety and driving comfort are studied indirectly, by considering cumulative exposure times to Time-To-Collision values that can be considered to be either unsafe and uncomfortable. This impact analysis is carried out using the microscopie simulation model SIMONE, developed by Delft University of Technology.","traffic flow operations","en","report","Delft University of Technology, Faculty Civil Engineering and Geosciences","","","","","","","","Civil Engineering and Geosciences","Transport & Planning","","","",""
"uuid:344093fd-4df5-4501-8843-e1081d66c7dc","http://resolver.tudelft.nl/uuid:344093fd-4df5-4501-8843-e1081d66c7dc","ADAS impact assessment by micro-simulation","Hoogendoorn, S.P.; Minderhoud, M.M.","","2001","","","en","journal article","TU Delft","","","","","","","","","","","","",""
"uuid:0c01a13f-952c-4b0a-967d-9c671352edae","http://resolver.tudelft.nl/uuid:0c01a13f-952c-4b0a-967d-9c671352edae","Fuzzy Decision Support Systemen: Versie 1.3","Hoogendoorn, S.P.; Van Zuylen, H.J.; De Schutter, B.; Hegyi, A.","","2000","Rapport in opdracht van het Ministerie van Verkeer en Waterstaat, Adviesdienst Verkeer en Vervoer (AVV). De toenemende complexiteit van de regeltaak vereist de ontwikkeling van geavanceerde methodes voor het ondersteunen van de beheerstaak van operators in verkeerscentrales. Deze ondersteuning beoogt de operator in staat te stellen, het verkeersnetwerk op een meer efficiënte manier te regelen, bijvoorbeeld door coördinatie tussen de verschillende beschikbare beheersingsmaatregelen te realiseren. Gezien de perspectieven van vage logica (fuzzy logic) in beslissingsondersteunende systemen, wordt door de Technische Universiteit Delft (TUD) in opdracht van de Adviesdienst Verkeer en Vervoer van het ministerie van Verkeer en Waterstaat (AW-RWS) een 'fuzzy decision support systeem' (FDSS) ontwikkeld. Dit project vormt een onderdeel van het BOSS project. In dit document wordt het functioneel ontwerp van dit FDSS beschreven. Hierbij is uitgegaan van een logische structuur, gebaseerd op vage kennis- en beslisregels. De functies van het beslissingsondersteunend systeem zijn onderverdeeld in verschillende (deel-) taken. Bij het verrichten van een functie, worden één of meer van deze (deel-) taken uitgevoerd. De taken zijn onder meer het stellen van de diagnose en het doen van aanbevelingen, het geven van uitleg, het verwerven van informatie, het ontwerpen van maatregelen en het optimaliseren ervan, en het maken van een synthese van de mogelijke maatregelen. Voor deze taken worden verschillende taakstructuren ontworpen en toegelicht, met name voor de taak systeemanalyse (probleemidentificatie, simulatie en besturen van het systeem) en de deeltaak synthese van maatregelen, ofwel het maken van een maatregelscenario (specificatie, ontwerp, en samenstellen). De logische structuren gebruikt voor het vervatten van de beschikbare kennis (d.i. domeinkennis en kennisregels), worden in dit ontwerp zowel voor de systeemanalyse als het maken van maatregelscenarios, vage kennis- en beslisregels toegepast. Deze regels beschrijven zowel de problemen in het systeem en de daaruit volgende diagnose, als de aanbevolen maatregelscenario's die volgend uit het geïdentificeerde probleem en de betreffende diagnose. Ten aanzien van implementatiestructuren is gekozen voor vage sjablonen of fuzzy frames (kennis-, probleem- en regelsjablonen). De resulterende fuzzy frames kunnen op verschillende manieren worden gebruikt in het beslisproces: een regelframe kan worden gebruikt voor het bepalen van een regelscenario en het voorspellen van de verkeersafwikkeling in het netwerk, gegeven dit regelscenario.","verkeersmanagement","nl","report","Delft University of Technology, Faculty Civil Engineering and Geosciences","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:51cd03aa-01a2-43ce-ac67-9adeec46d024","http://resolver.tudelft.nl/uuid:51cd03aa-01a2-43ce-ac67-9adeec46d024","Multiclass continuum modelling of multilane traffic flow","Hoogendoorn, S.P.","Bovy, P.H.L. (promotor)","1999","","","en","doctoral thesis","","","","","","","","","Civil Engineering and Geosciences","","","","",""
"uuid:a5e08201-6865-47c5-bdfb-f20f88afd7b1","http://resolver.tudelft.nl/uuid:a5e08201-6865-47c5-bdfb-f20f88afd7b1","Continuum modelling of multi-lane heterogeneous traffic flow operations","Hoogendoorn, S.P.; Bovy, P.H.L.","","1998","This report represents the second report in regarding macroscopic traffic flow modelling. In this report we present a multiple lane generalisation of the aggregate-lane multiple user-class model. Key to its derivation is the lane-specific multiple user-class phase-space density (MUCPSD), generalising the traditional spatial density by considering traffic of different user-classes on separate lanes, driving at a specific velocity while having a certain desired velocity. To this end, a distinction is made between unconstrained and constrained traffic.","macroscopic traffic flow models; mesoscopic traffic flow models; multi-class traffic flow; multiple lane traffic flow; macroscopic simulation; gas-kinetic theory","en","report","Delft University of Technology, Faculty Civil Engineering and Geosciences","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:59163e85-0c3d-4661-829a-2e62e0f749c6","http://resolver.tudelft.nl/uuid:59163e85-0c3d-4661-829a-2e62e0f749c6","A macroscopic model for multiple user-class traffic operations: Derivation, analysis and numerical results","Hoogendoorn, S.P.; Bovy, P.H.L.","","1998","In this report we derive a macroscopic Multiple User-Class traffic model from mesoscopic principles. These principles yield equilibrium relationships between traffic density and equilibrium velocities as a function of the current traffic conditions, the traffic composition, and the distribution of user-class dependent desired velocities, rather than these relations need to be defined exogenously. These relations encompass contributions of drivers accelerating towards their user-class specific desired velocity on the one hand, and contributions resulting from interaction between vehicles of the same or different classes on the other hand. Additionally, the velocity variance variable is introduced describing deviations from the average speed within the user-classes. We discuss several mathematical properties of the MUC equations. One of the results is an alternative model formulation, namely using the so-called conservative variables desity, momentum and energy, rather than the primitive variables density, velocity and velocity variance. Using this formulation, several new approaches are derived to numerically approximate solutions of the flow model. We discuss first results from macroscopic simulation using the developed multiple user-class traffic flow model. The simulation results are employed to investigate whether fundamental traffic flow model-equations hold. It is concluded that the MUC-model satisfies the anisotropy condition, the 'invariant personality condition', and the 'unaffected slow vehicles' condition. A test case illustrates the self-formation of congestion.","traffic engineering","en","report","Delft University of Technology, Faculty Civil Engineering and Geosciences","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:19238c50-346a-4b1d-966c-f8051ae1c8f6","http://resolver.tudelft.nl/uuid:19238c50-346a-4b1d-966c-f8051ae1c8f6","Co-ordinated traffic control in freeway corridors: A proposed evaluation approach","Hoogendoorn, S.P.; Bovy, P.H.L.; Van der Zijpp, N.J.","","1997","In the course of the Telematics implications Programme Transport of the European Commission Fourth Framework Research Programme much attention is devoted to evaluation and demonstration. This report is part of the DACCORD project TR1017, devoted to the development and application of co-ordinated traffic control in freeway corridors. The report presents an evaluation plan for the Fourth Framework programme DACCORD. An extensive methodology has been applied to prepare a systematic and comprehensive evaluation plan. It contains an analysis assessment objectives, specification of performance indicators enabling evaluation at distinct levels of assessment (i.e. technical level, user-acceptance, impact analysis, and socio-economic assessment) and a description of various tools for validation. The plan has been developed to be site-independent to a large extent, thereby maximising the potential for cross-comparison, by proposal of common verification and demonstration plans for distinct sites. Additionally, the evaluation plan enables harmonisation of results from other European ATT-projects.","traffic engineering; traffic control; transportation management","en","report","Delft University of Technology, Faculty Civil Engineering and Geosciences","","","","","","","","Civil Engineering and Geosciences","Transport and Planning","","","",""
"uuid:8760a5a4-9e2f-47b8-ad0a-3f6af396b9c4","http://resolver.tudelft.nl/uuid:8760a5a4-9e2f-47b8-ad0a-3f6af396b9c4","Fysische transportverschijnselen II","Hoogendoorn, C.J.; Van der Meer, T.H.","","1991","","natuurkunde; transportverschijnselen","nl","book","Delftsche Uitgevers Maatschappij","","","","","","","","","","","","",""
"uuid:f89a87c7-bf50-45ba-8827-9064be180099","http://resolver.tudelft.nl/uuid:f89a87c7-bf50-45ba-8827-9064be180099","Simultaneous desorption of NH3, H2S and CO2 from aqueous solutions","Hoogendoorn, G.C.","Wesselingh, J.A. (promotor)","1987","","","en","doctoral thesis","","","","","","","","","Applied Sciences","","","","",""
"uuid:f9bff64e-a685-4283-bba7-accb121112b2","http://resolver.tudelft.nl/uuid:f9bff64e-a685-4283-bba7-accb121112b2","Proefproject dijkverbetering Sliedrecht","Huis in 't Veld, J.C.; Vrijling, J.K.; Hoozemans, H.J.M.; Ebbens, E.H.; Hoogendoorn, A.D.","Rijkswaterstaat","1986","De Minister van Verkeer en Waterstaat heeft op initiatief van de milieuorganisaties en in overleg met Gedeputeerde Staten van de provincie Zuid-Holland tot een proefproject dijkverbetering Sliedrecht besloten d.d. 20 februari 1986. Het proefproject heeft als doel op beleidsanalytische wijze voor een tweetal zoveel mogelijk representatieve dijktrajecten van ieder 200 m verschillende sterkingsvarianten te ontwikkelen en te vergelijken. Er zijn verschillende mogelijkheden, alternatieven, uitgewerkt om de doelstelling te bereiken. De verschillende alternatieven zijn op systematische wijze vergeleken en een beste variant geselecteerd.","dijk; waterkering; dijkverbetering","nl","report","Rijkswaterstaat - Directie Sluizen & Stuwen","","","","","","","","","","","","Beleidsanalyse",""
"uuid:39ed6506-9306-468a-95e2-8ba31fa7aaf2","http://resolver.tudelft.nl/uuid:39ed6506-9306-468a-95e2-8ba31fa7aaf2","Data compression in computational fluid dynamics","Hoogendoorn, R.A.","","1986","Computations in numerical fluid dynamics create large sets of data. Transmission of these datasets requires a high speed communication link or, alternatively, the use of data compression techniques. This report describes the results of a study to the applicability of data compression techniques. An algorithm is designed that yields favourable results with sample data.","Data reduction; Data compression; Data transmission; Transmission efficiency; Coding; Differential pulse code modulation; Error analysis; Markov processes; Algorithms; Computational fluid; Computational grids; Distortion; Costs; Runtime (computers)","en","report","Nationaal Lucht- en Ruimtevaartlaboratorium","","","","","","Campus only","","","","","","",""
"uuid:8634ff32-0af8-4c14-a27b-f74bc1dd12a6","http://resolver.tudelft.nl/uuid:8634ff32-0af8-4c14-a27b-f74bc1dd12a6","De koelcapaciteit van een langgerekt stagnant water: Gelaagde stroming bij een diffusorlozing in ondiep water","Hoogendoorn, D.; Quist, A.","","1981","","koelwaterdiffusie; cooling water diffusion; diffusors; diffusers","nl","report","Deltares (WL)","","","","","","","","","","","","",""
"uuid:7ebd8ba8-3e4d-4ff3-b2c9-86de6fca2e92","http://resolver.tudelft.nl/uuid:7ebd8ba8-3e4d-4ff3-b2c9-86de6fca2e92","Computer aided treatment of patients with injuries of the spinal cord","Stassen, H.G.; Van Lunteren, A.; Hoogendoorn, R.; Van Der Kolk, G.J.; Balk, P.; Morsink, G.; Schuurman, J.C.","","1981","","","en","conference paper","Delft University of Technology","","","","","","","","Mechanical Maritime and Materials Engineering","","","","",""
"uuid:d7c2ec54-cec4-488f-99b2-83693d29f044","http://resolver.tudelft.nl/uuid:d7c2ec54-cec4-488f-99b2-83693d29f044","Ethanolbereiding uit suikerriet","Van Baalen, A.; Hoogendoorn, G.C.","","1980","Document uit de collectie Chemische Procestechnologie","","nl","report","Delft University of Technology","","","","","","","","Applied Sciences","DelftChemTech","","","",""
"uuid:17fcafa6-0fb9-4a0c-9328-33dc649762ab","http://resolver.tudelft.nl/uuid:17fcafa6-0fb9-4a0c-9328-33dc649762ab","Automatisering van container-stapel-kranen","Hoogendoorn, A.A.","","1977","","","","report","","","","","","","","indefinite","Mechanical, Maritime and Materials Engineering","Marine and Transport Technology","Transport Engineering and Logistics","","",""
"uuid:c3bcde57-b683-43ec-92de-1b098a314e05","http://resolver.tudelft.nl/uuid:c3bcde57-b683-43ec-92de-1b098a314e05","The effect of lactoperoxidase-thiocyanate-hydrogen peroxide on the metabolism of cariogenic micro-organisms in vitro and in the oral cavity","Hoogendoorn, H.","König, K.G.G. (promotor); Berends, W. (promotor)","1974","","","en","doctoral thesis","Mouton","","","","","","","","Applied Sciences","","","","",""
"uuid:90be30ef-ed44-4fb9-a050-041d42973b29","http://resolver.tudelft.nl/uuid:90be30ef-ed44-4fb9-a050-041d42973b29","Kanalen in Nederland: Niet-grondkerende oeververdedigingen","Hoogendoorn, A.D.","Rijkswaterstaat","1974","In dit overzicht zijn tekeningen verwerkt betreffende de oevers van de volgende kanalen: Klasse VI: 1. Noordzeekanaal 2. Hartelkanaal 3. 3chelde-Rijnverbinding 4. Kanaal Terneuzen - Sas van Gent Klasse V: s. Maas-Waalkanaal 6. Kanaal door Zuid-Beveland 7. Kanaal door Walcheren 8. Julianakanaal De tekeninGen bevatten: - dwarsprofielen van kanaal en oever - enkele scheepvaartgegevens - foto's van oevers en beschadigde verdedigingen - onderhoudskosten - gegevens betreffende bouwjaar, wijze van uitvoering en ervaringen. Bij het vaststellen van onderhoudskosten is het niet mogelijk gebleken deze te verkrijgen per constructietype. Langs een kanaal komen vaak meerdere oeverconstructies voor, terwijl de onderhoudskosten slechts bekend zijn voor een heel kanaalpand. Bovendien is niet altijd duidelijk of het bestede bedrag bepaald word door technische of financiële omstandigheden.","oevers; beschoeiing; oeververdediging; kanaal; scheepvaartweg; revetment","nl","report","Rijkswaterstaat, Deltadienst","","","","","","","","","","","","",""
"uuid:3ec85f35-800c-4991-ac06-a8edc9a26aa6","http://resolver.tudelft.nl/uuid:3ec85f35-800c-4991-ac06-a8edc9a26aa6","Energie en warmte","Hoogendoorn, C.J.","","1971","","Intreerede","nl","public lecture","Waltman","","","","","","","","","","","","",""