In 2019 a virus surfaced in China that would later cause a pandemic: the coronavirus. Across the world measures were taken to reduce the spread of the virus. Public Transport (PT) had a unique position, being both an essential service and a place where the virus can easily be spread. This research investigates the measures taken in PT in the Netherlands and internationally in an objective manner. No assessment is made of any kind of any measure. In the Netherlands, the Outbreak Management Team collaborated with the public transport association OV-NL to ensure every companies response was similar. Through an interview with the chairman of OV-NL, Pedro Peters, more information was gathered on this particular aspect of the research. Besides taking measures to reduce the virus, mainly by reducing or avoiding contact (both between people and with surfaces), companies reduced their service levels. This reduction was a response to the large decrease in passenger demand and partly to more of the personnel reporting sick. This research investigated this reduction of service throughout the first period of the virus outbreak in the Netherlands (27th of February – 1st of June). Besides the Netherlands, measures taken in other countries were also investigated, showing many similarities. However, other measures were taken as well, like checking the temperature of passengers in for example Thailand, China or Iran or using a proximity app which happened in Singapore. Not every country experienced the virus outbreak at the same time. In the research, data by the Oxford University and Blavatnik School of government was used to create world maps that visualize the closing of public transport for all days of the outbreak up to June 1st. The same was done to create a map for lockdowns and using data found through an online search a world map visualisation was made about the mandatory use of face masks in public transport. The maps show a general trend: following the virus, but it is clear that some countries responded early or late and that the correct response to the virus was unclear. Especially the face mask visualisation shows a more random pattern. So while within the Netherlands the response to the virus was uniform, internationally the response was quite random. This research can be used to further research the measures taken and assess the measures with regards to for example effectiveness, safety or comfort.

In the face of urbanization and limited space, traffic management grapples with challenges, especially heavy left-turn volumes at signalized intersections. The pre-signal strategy, proposed by Li et al. (2014), emerges as a promising solution. It involves an additional traffic light upstream of the main intersection, creating a "sorted area" where vehicles distribute before reaching the main intersection. Although simulation studies show increased intersection capacity with pre-signals, behavioral assumptions about drivers' spread behavior in the sorted area lack validation from behavioral science. This study investigates drivers' behavior in pre-signalized intersections, addressing how their lane selection downstream of pre-signals impacts efficacy. The main research question is: How does drivers' lane selection downstream of pre-signals impact the efficacy of pre-signal implementation for regular traffic? A stated-choice experiment involved over 1000 respondents making preferred lane choices in diverse traffic conditions. Analysis using a MultiNominal Logit (MNL) choice model reveals crucial insights. Results indicate that pre-signals don't alter drivers' perceptions of traffic crowdedness. However, discomfort with lane changes emerges as a critical factor influencing efficiency. Drivers strongly hesitate to execute multiple lane changes, posing challenges for achieving an equal spread in the sorted area. Two implementation options are discussed: using the entire sorted area for all traffic or dedicating parts to specific traffic directions. Each option has efficiency and safety trade-offs. Designing a pre-signal system achieving both an equal spread and using the entire sorted area for all traffic proves unfeasible. The study emphasizes integrating behavioral science into pre-signal studies, offering valuable insights for traffic engineers. It lays the groundwork for understanding pre-signals, highlighting the imperative for continued research and a holistic approach to their implementation.

To evaluate traffic signal controllers, and vehicle-actuated traffic signal controllers in particular, in terms of how they are performing with respect to the road authority’s policies on traffic flow and accessibility, traffic safety, and environmental factors, several methods are developed in practice. However, in scientific literature, little attention is paid to this type of traffic signal controller evaluations. Indeed, it is found that a functional, and integral evaluation and diagnosis method for traffic signal controllers, based on a multi-variable assessment, is currently lacking. This thesis tries to fill this gap, by developing, and presenting an integral method, which detects inefficiencies in terms of traffic performance functioning, scores the vehicle-actuated traffic signal controller, diagnoses the cause of the detected inefficiency, and propose countermeasures to improve the traffic performance functioning of the vehicle-actuated traffic signal controller, based on a multi-variable assessment. This resulted in a five-step procedure, in which consecutively (1) the multi-variable performance indicators are selected, (2) the computational models are calibrated, (3) inefficiencies are detected, (4) the problems are diagnosed that caused the inefficient performance, and (5) optimises the traffic signal controller by implementing the countermeasures that aim at mitigating the diagnosed problems. The procedure includes a feedback loop to check whether the proposed countermeasures were effective. The testing of the method in a case study, using simulation data, showed that the method is indeed able to successfully detect inefficiencies, and diagnose the corresponding problems. Although the presented method is not perfect yet, its potential is clear. Therefore, it is recommended to develop the method further in the future, and include the use of data from practice as a way to make the method more widely applicable.

Current day routing systems use predicted travel times to calculate optimal routes. Some routing algorithms even use predicted traffic lights states to optimize these routes and to improve the expected travel time. But all these methods optimize the expected travel time and do not take reliability into account. Reliability is a major service indicator and with non-flexible departure or arrival constraints, the value of reliability can increase up to three times the value of time (Markovich, Concas, & Kolpakov, 2009). To use a measure of reliability, not the expected travel time, but the travel time distribution should be known. Since reliability is not uniquely defined, an algorithm is designed with an individual cost function, that gives users the freedom to use their own definition of reliability. Since knowing the traffic light states at intersections could improve the travel time and reliability, this should be used in the algorithm as well. Therefore the main goal of this research is: Designing an urban routing algorithm, that incorporates predicted traffic light states, where the routing is based on the probability distribution of the travel time and an individual cost function that expresses the tradeoff between travel time and reliability. For this research only urban areas with traffic lights are considered, other intersections in this network are not taken into account. The traffic lights are assumed to be traffic lights with a changing cycle time. If this algorithmworks for these traffic lights it will also work for fixed time traffic lights and most other type of traffic lights, since these have less degrees of freedom.

Many municipalities try to encourage cycling in their cities to increase the use of sustainable modes of transport and decrease congestion. They therefore implement innovative traffic solutions such as `green wave'-apps for cyclists. These `green wave'-apps influence the green phase of traffic lights by requesting a green light earlier than conventional detectors would. These apps have already been implemented in several municipalities in the Netherlands and Germany, but not much research has been done into this kind of apps. The goal of this thesis was to determine how these apps can contribute to the cycling experience and benefit both cyclists and municipalities. This thesis involved a literature review, theoretical case studies into the potential effects of the apps, interviews with municipal employees and app developers, and a small survey among app users. This research showed that when the request of a green light can be granted immediately, the use of a `green wave'-app can decrease the travel time of an average cyclist with up to 4.4 seconds per intersection. When an intersection already has more than one detection loop for cyclists, the advantages of using a `green wave'-app are more noticeable for the faster cyclists. Interviews with municipalities showed that the few reactions they got from users of the apps were mainly positive, but for most cities, specific results of the apps are not yet known due to a low number of users and a lack of research. Only in Enschede and in Marburg (Germany), a decrease in average waiting times for cyclists seemed to be found in research. The respondents to the survey showed mixed experiences, which was in line with the results of a survey conducted in Enschede. Some respondents did not experience benefits from using the app and stopped using it. More frequent users more often seemed to experience an increase in the number of times they got an early green light while using the app. Suggestions from respondents for possible improvements of the apps mainly focused on the implementation at more intersections. Municipalities saw possible improvements in the feedback to the users in the app. More information about where and when a cyclist got an early green light while using the `green wave'-app could increase the transparency of the app and show users the benefits from using it. The results indicate that the existing `green wave'-apps for cyclists can contribute positively to the experience of cycling and already seem to decrease waiting times for cyclists in some cities. This more positive cycling experience could theoretically contribute to the popularity of cycling and help municipalities encouraging bike usage. However, experiences of cyclists are not all positive. The suggested improvements of the apps could help to improve user experiences and further increase the number of users. Further research could simulate the impact of the use of these apps on traffic flows at intersections or look at the importance of the route prediction compared to only GPS-tracking.

The field of automated vehicles gains more and more attention each year as the effective implementation of such vehicles in real life is imminent. The increasing amount of scientific studies addressing the impact of automated vehicles on the traffic network shows the same trend. While much research focuses on regular intersections, only a few investigate the impact of turbo-roundabouts. In particular, studies researching the obtainable capacity increase on turbo-roundabouts under fully automated conditions are scarce. A turbo-roundabout is a multi-lane roundabout with separated lanes that require vehicles to choose their desired destination before entering the turbo-roundabout, effectively eliminating most weaving conflicts on the roundabout itself. Only a single paper researches how much additional merging capacity can be obtained by automated vehicles on a turbo-roundabout compared to human-driven vehicles (Fortuijn and Salomons, 2020). This study takes a theoretical approach and uses existing theory about turbo-roundabout capacity to generate five graphs depicting the merging capacity of the left lane of a minor access branch for varying circulating traffic volumes on the turbo-roundabout: four models for differing automated vehicle settings and one human-driven vehicle model. These four automated vehicle models differ in complexity, where the most complex model features gap synchronisation, headway optimisation, and path guidance. Each model, therefore, has different following distances, vehicle speeds, critical gaps, etc. The results of the theoretical models are capacity curves depicting the merging traffic capacity over the circulating traffic volumes. This thesis investigates whether the capacity increase obtained from the most simplified automated vehicle model of the theoretical study can be obtained through microscopic traffic simulation in VISSIM. What must be noted is that the most simplified model of this theoretical study features communication between vehicles, which is not the case in the simulation models of this thesis. Therefore, higher follow-up times must be maintained in the simulation models, whereas the theoretical model uses minimal follow-up times to obtain a capacity increase of 58%. Initially, this thesis aimed to determine the achievable capacity increase for Connected and Automated Vehicles. However, due to limitations in VISSIM, the capacity increase could only be obtained for Automated Vehicles as the software cannot model communication between vehicles. Therefore, this report does not obtain the highest potential capacity increase for automated vehicles but serves as a stepping stone for more complex AV models. It determines the additional merging capacity of automated vehicles on turbo-roundabouts, only considering key parameters such as the car-following behaviour, critical gap and follow-up times. Gap synchronisation, an important aspect of the study of Fortuijn and Salomons, is not included in the simulation models due to shortcomings in VISSIM. Before making the AV models, this thesis aims to calibrate the VISSIM model for human drivers with real traffic data at a turbo-roundabout in Nieuwerkerk aan den IJssel, the Netherlands. Only when the VISSIM model is capable of accurately modelling human behaviour can it be used to determine the capacity increase through AVs. The thesis starts with developing a human-driven vehicle model to determine the merging capacity of the turbo-roundabout in current traffic conditions. The calibration is conducted on the traffic flow level through an iterative process where the critical gap and follow-up times are adjusted. The root-mean-normalised-squared error (RMNSE) determines the difference between regression lines of the merging capacities of the simulation model and the real traffic measurements. Based on the calculated differences between both lines, the critical gap and follow-up time parameters are adjusted. For the left lane, the iteration process reduced the RMNSE from 0.427 to 0.072, equaling an improvement of 72.5%. For the right lane, the iteration procedure gave an unsatisfactory result. The RMNSE increased from 0.408 to 0.427, which signifies an increase of 4.7%. The final capacity curve after seven iterations was unrealistic. It was concluded that the VISSIM model performs adequately at simulating realistic behaviour on the left lane but that the same accuracy could not be achieved for the right lane. The calibration procedure is only applied to the minor branch of the turbo-roundabout as the data for the major branch could not be used for calibration. Subsequently, the calibrated model serves as the basis for developing three automated vehicle models: cautious, normal, and aggressive, each representing a different aggression level of automated vehicles. Each of these models features a different car-following model to simulate the various levels of aggression. Furthermore, the critical gap times of the human model are changed to model Avs properly, and for each of the three models, a penetration rate of 100% of AVs is applied. For each of the three automated vehicle models, this thesis measures the increase in capacity. It compares it to the theoretically obtained capacity increase of 58% for the left lane of the minor access branch of the turbo-roundabout. This thesis finds capacity increases of 7.47%, 38.62%, and 24.32% for the cautious, normal, and aggressive automated vehicle models, respectively. For the right lane, the obtained capacity increases were not calculated as the final HDV model is inaccurate for this lane. An unexpected result is that the normal automated vehicle model outperforms the aggressive model for the left lane, even though the parameter settings should result in a higher capacity for the aggressive model. Comparing the resulting capacity increases to the 58% increase of Fortuijn and Salomons, one can conclude that the simulation model does not reach the same increase in capacity as the theoretical model. This is not an unexpected result, as a theoretical simulation model has fewer interactions, and the theoretical model assumes communication between vehicles, whereas the simulation models do not. Therefore, concluding that the microscopic traffic simulation models in VISSIM cannot accurately model the behaviour of automated vehicles is premature. The models leave room for improvement by fine-tuning various parameters that were ignored in this thesis. This thesis concludes that, while VISSIM is adequate at simulating human-driven vehicles, it has various limitations for modelling automated vehicles. First of all, gap synchronisation and headway optimisation cannot be modelled, while these are the most critical elements to unlock the full potential of automated vehicles on turbo-roundabouts. If one wants to incorporate these into VISSIM, an external mathematical software package is necessary. Considering other software packages for studying (C)AVs on turbo-roundabouts is advised. This thesis is a foundation for future research on turbo-roundabouts, both for the calibration process and for simulating automated vehicles.

The field of automated vehicles gains more and more attention each year as the effective implementation of such vehicles in real life is imminent. The increasing amount of scientific studies addressing the impact of automated vehicles on the traffic network shows the same trend. While much research focuses on regular intersections, only a few investigate the impact of turbo-roundabouts. In particular, studies researching the obtainable capacity increase on turbo-roundabouts under fully automated conditions are scarce. A turbo-roundabout is a multi-lane roundabout with separated lanes that require vehicles to choose their desired destination before entering the turbo-roundabout, effectively eliminating most weaving conflicts on the roundabout itself. Only a single paper researches how much additional merging capacity can be obtained by automated vehicles on a turbo-roundabout compared to human-driven vehicles (Fortuijn and Salomons, 2020). This study takes a theoretical approach and uses existing theory about turbo-roundabout capacity to generate five graphs depicting the merging capacity of the left lane of a minor access branch for varying circulating traffic volumes on the turbo-roundabout: four models for differing automated vehicle settings and one human-driven vehicle model. These four automated vehicle models differ in complexity, where the most complex model features gap synchronisation, headway optimisation, and path guidance. Each model, therefore, has different following distances, vehicle speeds, critical gaps, etc. The results of the theoretical models are capacity curves depicting the merging traffic capacity over the circulating traffic volumes. This thesis investigates whether the capacity increase obtained from the most simplified automated vehicle model of the theoretical study can be obtained through microscopic traffic simulation in VISSIM. What must be noted is that the most simplified model of this theoretical study features communication between vehicles, which is not the case in the simulation models of this thesis. Therefore, higher follow-up times must be maintained in the simulation models, whereas the theoretical model uses minimal follow-up times to obtain a capacity increase of 58%. Initially, this thesis aimed to determine the achievable capacity increase for Connected and Automated Vehicles. However, due to limitations in VISSIM, the capacity increase could only be obtained for Automated Vehicles as the software cannot model communication between vehicles. Therefore, this report does not obtain the highest potential capacity increase for automated vehicles but serves as a stepping stone for more complex AV models. It determines the additional merging capacity of automated vehicles on turbo-roundabouts, only considering key parameters such as the car-following behaviour, critical gap and follow-up times. Gap synchronisation, an important aspect of the study of Fortuijn and Salomons, is not included in the simulation models due to shortcomings in VISSIM. Before making the AV models, this thesis aims to calibrate the VISSIM model for human drivers with real traffic data at a turbo-roundabout in Nieuwerkerk aan den IJssel, the Netherlands. Only when the VISSIM model is capable of accurately modelling human behaviour can it be used to determine the capacity increase through AVs. The thesis starts with developing a human-driven vehicle model to determine the merging capacity of the turbo-roundabout in current traffic conditions. The calibration is conducted on the traffic flow level through an iterative process where the critical gap and follow-up times are adjusted. The root-mean-normalised-squared error (RMNSE) determines the difference between regression lines of the merging capacities of the simulation model and the real traffic measurements. Based on the calculated differences between both lines, the critical gap and follow-up time parameters are adjusted. For the left lane, the iteration process reduced the RMNSE from 0.427 to 0.072, equaling an improvement of 72.5%. For the right lane, the iteration procedure gave an unsatisfactory result. The RMNSE increased from 0.408 to 0.427, which signifies an increase of 4.7%. The final capacity curve after seven iterations was unrealistic. It was concluded that the VISSIM model performs adequately at simulating realistic behaviour on the left lane but that the same accuracy could not be achieved for the right lane. The calibration procedure is only applied to the minor branch of the turbo-roundabout as the data for the major branch could not be used for calibration. Subsequently, the calibrated model serves as the basis for developing three automated vehicle models: cautious, normal, and aggressive, each representing a different aggression level of automated vehicles. Each of these models features a different car-following model to simulate the various levels of aggression. Furthermore, the critical gap times of the human model are changed to model Avs properly, and for each of the three models, a penetration rate of 100% of AVs is applied. For each of the three automated vehicle models, this thesis measures the increase in capacity. It compares it to the theoretically obtained capacity increase of 58% for the left lane of the minor access branch of the turbo-roundabout. This thesis finds capacity increases of 7.47%, 38.62%, and 24.32% for the cautious, normal, and aggressive automated vehicle models, respectively. For the right lane, the obtained capacity increases were not calculated as the final HDV model is inaccurate for this lane. An unexpected result is that the normal automated vehicle model outperforms the aggressive model for the left lane, even though the parameter settings should result in a higher capacity for the aggressive model. Comparing the resulting capacity increases to the 58% increase of Fortuijn and Salomons, one can conclude that the simulation model does not reach the same increase in capacity as the theoretical model. This is not an unexpected result, as a theoretical simulation model has fewer interactions, and the theoretical model assumes communication between vehicles, whereas the simulation models do not. Therefore, concluding that the microscopic traffic simulation models in VISSIM cannot accurately model the behaviour of automated vehicles is premature. The models leave room for improvement by fine-tuning various parameters that were ignored in this thesis. This thesis concludes that, while VISSIM is adequate at simulating human-driven vehicles, it has various limitations for modelling automated vehicles. First of all, gap synchronisation and headway optimisation cannot be modelled, while these are the most critical elements to unlock the full potential of automated vehicles on turbo-roundabouts. If one wants to incorporate these into VISSIM, an external mathematical software package is necessary. Considering other software packages for studying (C)AVs on turbo-roundabouts is advised. This thesis is a foundation for future research on turbo-roundabouts, both for the calibration process and for simulating automated vehicles.

The field of automated vehicles gains more and more attention each year as the effective implementation of such vehicles in real life is imminent. The increasing amount of scientific studies addressing the impact of automated vehicles on the traffic network shows the same trend. While much research focuses on regular intersections, only a few investigate the impact of turbo-roundabouts. In particular, studies researching the obtainable capacity increase on turbo-roundabouts under fully automated conditions are scarce. A turbo-roundabout is a multi-lane roundabout with separated lanes that require vehicles to choose their desired destination before entering the turbo-roundabout, effectively eliminating most weaving conflicts on the roundabout itself. Only a single paper researches how much additional merging capacity can be obtained by automated vehicles on a turbo-roundabout compared to human-driven vehicles (Fortuijn and Salomons, 2020). This study takes a theoretical approach and uses existing theory about turbo-roundabout capacity to generate five graphs depicting the merging capacity of the left lane of a minor access branch for varying circulating traffic volumes on the turbo-roundabout: four models for differing automated vehicle settings and one human-driven vehicle model. These four automated vehicle models differ in complexity, where the most complex model features gap synchronisation, headway optimisation, and path guidance. Each model, therefore, has different following distances, vehicle speeds, critical gaps, etc. The results of the theoretical models are capacity curves depicting the merging traffic capacity over the circulating traffic volumes. This thesis investigates whether the capacity increase obtained from the most simplified automated vehicle model of the theoretical study can be obtained through microscopic traffic simulation in VISSIM. What must be noted is that the most simplified model of this theoretical study features communication between vehicles, which is not the case in the simulation models of this thesis. Therefore, higher follow-up times must be maintained in the simulation models, whereas the theoretical model uses minimal follow-up times to obtain a capacity increase of 58%. Initially, this thesis aimed to determine the achievable capacity increase for Connected and Automated Vehicles. However, due to limitations in VISSIM, the capacity increase could only be obtained for Automated Vehicles as the software cannot model communication between vehicles. Therefore, this report does not obtain the highest potential capacity increase for automated vehicles but serves as a stepping stone for more complex AV models. It determines the additional merging capacity of automated vehicles on turbo-roundabouts, only considering key parameters such as the car-following behaviour, critical gap and follow-up times. Gap synchronisation, an important aspect of the study of Fortuijn and Salomons, is not included in the simulation models due to shortcomings in VISSIM. Before making the AV models, this thesis aims to calibrate the VISSIM model for human drivers with real traffic data at a turbo-roundabout in Nieuwerkerk aan den IJssel, the Netherlands. Only when the VISSIM model is capable of accurately modelling human behaviour can it be used to determine the capacity increase through AVs. The thesis starts with developing a human-driven vehicle model to determine the merging capacity of the turbo-roundabout in current traffic conditions. The calibration is conducted on the traffic flow level through an iterative process where the critical gap and follow-up times are adjusted. The root-mean-normalised-squared error (RMNSE) determines the difference between regression lines of the merging capacities of the simulation model and the real traffic measurements. Based on the calculated differences between both lines, the critical gap and follow-up time parameters are adjusted. For the left lane, the iteration process reduced the RMNSE from 0.427 to 0.072, equaling an improvement of 72.5%. For the right lane, the iteration procedure gave an unsatisfactory result. The RMNSE increased from 0.408 to 0.427, which signifies an increase of 4.7%. The final capacity curve after seven iterations was unrealistic. It was concluded that the VISSIM model performs adequately at simulating realistic behaviour on the left lane but that the same accuracy could not be achieved for the right lane. The calibration procedure is only applied to the minor branch of the turbo-roundabout as the data for the major branch could not be used for calibration. Subsequently, the calibrated model serves as the basis for developing three automated vehicle models: cautious, normal, and aggressive, each representing a different aggression level of automated vehicles. Each of these models features a different car-following model to simulate the various levels of aggression. Furthermore, the critical gap times of the human model are changed to model Avs properly, and for each of the three models, a penetration rate of 100% of AVs is applied. For each of the three automated vehicle models, this thesis measures the increase in capacity. It compares it to the theoretically obtained capacity increase of 58% for the left lane of the minor access branch of the turbo-roundabout. This thesis finds capacity increases of 7.47%, 38.62%, and 24.32% for the cautious, normal, and aggressive automated vehicle models, respectively. For the right lane, the obtained capacity increases were not calculated as the final HDV model is inaccurate for this lane. An unexpected result is that the normal automated vehicle model outperforms the aggressive model for the left lane, even though the parameter settings should result in a higher capacity for the aggressive model. Comparing the resulting capacity increases to the 58% increase of Fortuijn and Salomons, one can conclude that the simulation model does not reach the same increase in capacity as the theoretical model. This is not an unexpected result, as a theoretical simulation model has fewer interactions, and the theoretical model assumes communication between vehicles, whereas the simulation models do not. Therefore, concluding that the microscopic traffic simulation models in VISSIM cannot accurately model the behaviour of automated vehicles is premature. The models leave room for improvement by fine-tuning various parameters that were ignored in this thesis. This thesis concludes that, while VISSIM is adequate at simulating human-driven vehicles, it has various limitations for modelling automated vehicles. First of all, gap synchronisation and headway optimisation cannot be modelled, while these are the most critical elements to unlock the full potential of automated vehicles on turbo-roundabouts. If one wants to incorporate these into VISSIM, an external mathematical software package is necessary. Considering other software packages for studying (C)AVs on turbo-roundabouts is advised. This thesis is a foundation for future research on turbo-roundabouts, both for the calibration process and for simulating automated vehicles.

Traffic congestion and undeveloped public transport define the modus operandi in Kampala, the capital city of Uganda. Most people see motorcycles as a solution to escape the growing traffic congestion and poor public transport. This study thus aimed to determine the traffic efficiency and safety effectiveness of introducing motorcycle dedicated lanes in non–lane based and mixed traffic. These effects were studied by microsimulation of unsignalized intersections without priority markings in urban areas of developing countries. The study centered on an intersection commonly known as “Spear Motors” in Kampala. In addition, off-peak traffic was simulated since traffic police controls the intersection during peak time and microsimulation model cannot simulate traffic while a policeman (or two) is on duty. Video images of the intersection were officially obtained from Uganda Police and processed to traffic data such as traffic volume, trajectories, composition, and conflicts. In addition, geometric data (lane width, slope, intersection dimensions, coordinates, and aerial pictures) about the intersection was physically collected during a daytime site visit. A representation of the current traffic conditions at the intersection, referred to as the base model, was developed in VISSIM 21. The base model was calibrated using Particle Swarm Optimization (PSO). Thereafter, the model was microscopically and macroscopically validated. Three scenarios were considered in this study, which are: scenario 1 with straight crossings of motorcycles in the intersection, scenario 2 with deflected crossings and scenario 3 with a roundabout separated for the main road traffic and motorcycles. Simulations with driver behavior parameters set to optimum values were performed to replicate the actual behavior. Consequently, traffic conflicts were generated from vehicle trajectories per scenario. Post Encroachment Time (PET) and Time to Collision (TTC) were calculated for the conflicts. The use of conflicts is proactive compared to reactive approaches that use crashes. The use of deflected crossings for motorcycles and then a roundabout separated for main traffic and motorcycles increased the flow of the intersection by 31% and 20%, respectively. Additionally, the implementation of deflected motorcycle crossings and roundabout reduced critical density by 38.6% and 63.7%, respectively. Regarding safety, more benefits are expected by using either deflected crossings or roundabout than straight crossings. The number of severe critical conflicts reduced by 87.9% with the application of a roundabout separated for main road traffic and motorcycles. This is higher than the decrease of 48.5% after the application of dedicated motorcycle lanes with deflected crossings. To determine the conflict rates per scenario, the number of severe critical conflicts was divided by total traffic simulated. Deflected crossings for motorcycles reduced severe critical conflict rate by 40% whilst it decreased by 75% with intersection improvement to a roundabout separated for main traffic and motorcycles. With the high motorcycle demand of over 50% of traffic, implementation of dedicated motorcycle lanes at unsignalized intersections as well as urban roads in general will result into better flow of traffic. In addition, the motorcycle lanes will contribute to the general road safety in Kampala.

The Hyperloop concept is a new method of transportation. Con side ring this, it still has a vast amount of challenges to tackle and overcome. One of these challenges is the boarding security system, on which this research is focused. The Hyperloop is a tube-based transport method. The pods in which passengers travel have to be entered via certain access points, since the tube is in near vacuum state and can not be entered everywhere along its length. To ensure security and safety of the system's users, a boarding security system is required. In this report, the aim is to create the beginnings of a design of such a boarding security system. Several already-existing transportation methods, which can be compared to the Hyperloop in one or a number of ways, were analyzed for their boarding security systems. Their boarding processes, risks and measures were noted. This was done by arranging each of the systems risks, related to boarding security, and combining these with their respective measures, costs and placement. The transportation methods which had the highest risks, also had the most and most extreme measures to combat these respective risks. The Hyperloop is a closed system. This enables it to be considered a high-risk system, mainly because emergency exits and access for help are hard to realize. Another aspect which increases risk, is the high velocity at which the Hyperloop is expected to operate. This high velocity can accelerate and multiply the resulting damage in case an accident happens. The most significant analyzed transportation method (in terms of amount of terrorist countermeasures) was the airplane. At an airport, a combination of cameras, active personnel (such as guards and camera surveillants) and extensive security checks are implemented to maximize security. To custom fit a security system to the Hyperloop, the actual properties of the Hyperloop system itself have to be determined. Therefore, a certain variation of the Hyperloop was chosen out of several to further use in this report. The chosen variation has four key features; the tube is placed above ground surface level, the pods are sized to fit about 20 passengers, the transportation system can be used without reservation and the pods enter a pressurization room (locked and entered by gates) to make it possible for travelers to enter. The risks of this specific system were determined to mostly be hijackings and bombings, this was done by analyzing terrorist attack statistics. Before determining the boarding security system's elements, limitations were set. These limitations limit (and change) the security measures, by implementing other factors that should be considered. This is an important part, since an overflow of security measures can increase overall system costs and therefore degrade user experience. These limitations were costs, time delays and differences in laws and culture per country. Costs were chosen to not be varied, since the overall security costs per ticket price are but a small portion of the expected overall ticket price (about €10 per flight per person for air travel, which will be used as a simplification). Two significant limitations are time delays and regional differences. Time delays reduce travel flow. Regional differences, like terror attack probability per nation, influence the required anti-measures. These two limitations are combined to create two versions of the boarding system. One version is automated, which costs less time but is possibly less safe. The other one is a partially automated system with manual additions, which takes up more workforce and time (e.g. by also performing checks by hand) but the re fore increases security by broadening the overall security process. The implemented system will depend on the specific region. The boarding security system consists out of the following components: - Luggage and passenger check, which includes metal detectors, x-ray scanners and possibly explosive detection devices. - A well-ordered, structure d boarding procedure which enhances the capability to maintain an overall view on what is happening and what the passengers are doing. This means a mostly guided system, initiated once the traveler enters the station facility. The guiding of the travelers is to mainly happen via the station's layout; the positioning of gates and rails, which indicate the path passengers are to follow. This makes it easier for the personnel to spot extraordinary activities. - A team of personnel to inspect the camera footage, perform checks in manual regions and operate as security guards and first-aid helpers. As one can tell, the defined boarding security system above seems to resemble that of an airport. However, a key difference is that air flights are reserved. The Hyperloop, according to the assumed system used in this report, is not. Therefore, the 3rd point of the boarding security system (well­ordered boarding procedure) is of great importance. By increasing the structure in the system, it becomes easier for the personnel to focus on their respective function which can increase efficiency.

In this thesis, the significance of the so-called ‘induced demand’ phenomenon is discussed. This phenomenon can occur when a stretch of road which is prone to congestion is widened. Although this widening should in theory solve congestion problems, it can often spawn additional effects, typically undesired and occasionally unforeseen. These effects could include shifts of travel in route and time (people formerly avoiding congested roads by departing at another time or taking a detour will now return to that road), but also new travels might be made which were not made before road widenings. All of these effects might eventually converge to raise traffic amounts to levels with which the widened road is just as prone to congestion as it was. This additional traffic demand which a widened or new road creates is commonly denoted as ‘induced demand’. Although this induced demand phenomenon has commonly been acknowledged to exist, it seemed like there was little agreement on both its amount as well as its significance. Some readings seemed to suggest that for every percent of road capacity added, a percent of new traffic will occur, whereas other readings suggested that the effects were much smaller and might be limited to, e.g., merely a third of a percent extra traffic for a percent extra road capacity. A semi-systematic literature review has been carried out, enabling to compare writings of various origins, ranging from scientific papers via documents from governmental advisory bodies to newspaper articles for the general public. These writings help to determine the significance of induced demand. It has been found that there are major discrepancies, even amongst scientific literature, concerning the ways in which the induced demand is measured, both in terms of the actual quantities which are compared to each other, as well as the time span over which the aforementioned effects are measured. These discrepancies do not aid in creating an unambiguous message for policymakers, nor do they facilitate a straightforward approach in avoiding new congestion on widened roads. Combined with the remark to be found in many scientific writings that the induced demand topic is in need of more research, a relayed recommendation from this thesis is therefore that more research be performed into this topic. However, the main recommendation is that the newly done research be more standardised, both in terms of the measured quantities and the time span over which the effects are measured.

Traffic signal controllers have been around since the late sixties of the 19th century and since then they have played an increasing role in (urban) traffic management. Over the years many different algorithms have been developed and in Dutch practice actuated control is mostly used. Actuated control and other similar approaches apply variable green times to handle demand fluctuation, which leads to a reduction of the delay for vehicles in comparison to e.g. fixed-time control, however, in actuated control it is difficult to accurately predict control decisions. This study proposes a new traffic signal control algorithm that creates a planning of control decisions based on expected vehicle arrivals. By doing so, predictability of control decisions increases, while no sacrifices need to be made regarding the optimality of the control policy. Since certain errors such as inaccurate queue discharge rates are incorporated in the planning of control decisions, a second algorithm is required that adjusts the planning of control decisions to actual traffic conditions. Using an N65 case study intersection the performance of the new traffic signal control algorithm is compared to other algorithms. Depending on the availability of vehicle arrivals and the composition of traffic flows at the intersection, the new algorithm outperforms standard Dutch actuated traffic signal control in terms of overall delay by 3.1% to 4.7%. A range of improvement possibilities is suggested to ensure a greater reduction of the delay.

Urban mobility is challenged with increasing demand, while at the same time reducing emissions, without leading to an unpleasant living environment. Reducing the number of stops on the urban arterial controlled by the coordinated traffic controller can provide (part of) the solution to these challenges for urban mobility. Coordinated traffic controllers are subject to some limitations, especially regarding coordination between locally optimal signal timing plans and proactive optimization of the coordination with regards to traffic demand. These limitations where explored in this thesis, where a variable speed was proposed to be able to provide coordination between locally optimal signal timing plans and where the usage of predictions with regards to proactive optimizations was tested. A theoretical study showed no realistic potential for coordination between unequal cycle times, however theory does show significant potential of the usage of a variable speed for coordination between locally optimal signal timing plans, when coordinating in two directions. This potential of the variable speed was confirmed by using the MAXBAND model and performing a simulation study, which indicated a significant decrease in stops on the main arterial over optimizing with a fixed speed. Furthermore, the variable speed allowed for a lower network cycle time, which resulted in a decrease in delay on the side directions. Tests of demand predictions in TopTrac yielded no significant improvements of stops nor delay. In the investigated network, control decisions of the coordinated traffic controller did not correlate closely with fluctuating demand, which is needed for a prediction of the demand to produce significant improvements regarding the stops and delay in the network. Future research should focus on the variable speed, evaluating the theoretical applications in other networks and exploring the practical applications, potentially via Intelligent Speed Adaptation (ISA).

Deze scriptie beschrijft een onderzoek naar de toepasbaarheid van verschillende pop-up fietspaden. Dit zijn fietspaden welke in zeer korte tijd kunnen worden aangelegd en in een latere fase definitief worden gerealiseerd of weer verdwijnen uit het straatbeeld. Aangezien pop-up fietspaden in de meeste gevallen op dezelfde rij loper liggen als auto’s voorheen gebruikte is een rijbaanscheiding van belang. Eerst is onderzocht welke type pop-up fietspaden bestaan en hoe deze onderverdeeld kunnen worden. Voor dit onderzoek is gebruik gemaakt van een enquête welke is verspreid in Duitsland, Frankrijk en Nederland om de gebruikerservaringen van pop-up fietspaden te bepalen. Uit dit onderzoek blijkt dat Barrières afgezien van kosten erg goed scoren. Een parkeerstrook als rijbaan scheiding is een goede optie mits voldoende ruimte aanwezig is en de weg geen stroomweg is. Lijn markering zijn qua kosten voordelig maar moeten desondanks zo min mogelijk gebruikt worden. Net als bij normale fietspaden is de ligging van invloed op de veiligheid van fietsers. In verschillende landen hebben fietsers verschillende voorkeuren voor de ligging van een fietspad. Ook de regelgeving is verschillend hierover tussen verschillende regio’s. Uit dit onderzoek blijkt dat rijbaanscheidingen inwisselbaar zijn per type wegindeling. Om een keuze voor een optimale rijbaanscheiding te maken kan gebruik gemaakt worden van een keuze diagram op basis van snelheid van auto’s en beschikbare ruimte. Voor de wegindeling hebben alle types specifieke karakteristieken. Afhankelijk van de intensiteit lokaal of doorgaand fietsverkeer kan gekozen worden welk type wegindeling het beste bij de weg past aan de hand van een keuze diagram.

Traffic signals in a coordinated network normally use a common cycle length which remains constant at all times, including when there is a request for priority from a public transport vehicle. This enables green waves to be maintained effectively but can limit the signals' ability to promptly serve the prioritised vehicle. To study the effects of momentarily relaxing the constraint of cycle length during Transit Signal Priority (TSP) interventions, a new TSP system is developed for a CRSV halfstarre traffic signal controller, which permits a flexible cycle length during priority interventions. That system is tested using a Vissim microsimulation of a simple fictional network, and compared to the existing fixed-cycle-length TSP system included with the controller. The new TSP system permits TSP actions as long as it is expected that the signal can return to its normal "in sync" timings within two cycles. During the intervention, the positive and negative impacts on each signal phase are monitored, and "Offset Correction Credits" are distributed, which each represent one second of additional green time. Signal phases which received extra time during the TSP intervention will receive negative OC Credits, and phases which were truncated will receive positive OC Credits. Once the intervention is complete, the signal will execute "offset correction" to return the signal to its normal "In Sync" timings while redeeming OC Credits. The subject road network consists of fictional road with three coordinated traffic signals, spaced 150 metres and 400 metres apart. The central intersection is the capacity-critical intersection and also includes a frequent bus line (12 buses per hour per direction) travelling along a median busway perpendicular to the coordinated direction. In the scenario with a high flexibility to reduce green durations, the average delay for late buses dropped by 59% from 10.7 secondsto 4.4 seconds for the flexible-cycle system compared to the fixed-cycle system. With low flexibility, the average delay for late buses dropped by 78% from 28.0 seconds to 6.2 seconds. The large improvements in performance for buses are due to the flexible-cycle TSP systems being able to execute more TSP actions such as phase insertions which may not fit within a fixed cycle length. However, the controller’s ability to remain in sync was negatively impacted and the frequency of queues exceeding storage increased by as much as 70% on short roadway links. However on long roadway links, delaysand queue lengths decreased in the coordinated directions thanks to the new TSP system’s green time compensation mechanism. When the assumed occupancy rate for late buses is 50 passengers (corresponding to a busy but not overcrowded standard bus), there was no significant difference in person-delay between any of the scenarios. Early buses were not included in the calculation for average person-delay.

Permitted conflicts at (vehicle-actuated) signalised intersections are widely researched, though with the main focus on the traffic safety implications, because with permitted conflicts, two or more conflicting streams at a signalised intersection receive green at the same time, and thus meet at the conflict zone, as opposed to protected conflicts. The literature pays little attention to the traffic flow efficiency effects. Although some literature introduce some of these traffic flow efficiency effects, no detailed research has been done. This Additional Graduation Work contributes to this knowledge gap by introducing the potential traffic flow efficiency effects of permitted conflicts. In a simulation study, in which the gap acceptance behaviour of the simulation model Vissim is briefly tested, it is found that permitted conflicts (i) reduce the cycle time, (ii) reduce the queue length, and (iii) reduce the delay experienced by various road users at the signalised intersection. However, this comes at the cost of reduced saturation flow. Also, it is hypothesised that there is some turning point in terms of traffic flow volumes, and the distribution of volumes per approach at which the traffic flow efficiency effects become negative. This relates to the various traffic safety conditions that must be met at the signalised intersection with permitted conflicts as well, to ensure a safe conflict handling, which include that the traffic flow volumes may not be too large. Nonetheless, the traffic flow efficiency effects, in terms of intersection throughput and capacity, queues, and travel times and delays, of implementing permitted conflicts, as opposed to implementing protected conflicts on signalised intersections, are positive, in that sense that it resulted in shorter cycle times, less delay, and shorter queues on average. For signal groups with priority, the number of stops also decreased. Although there is a risk of oversaturation, the overall conclusion is that the traffic flow inefficiency effects are positive on average. In short, this comes down to that fewer protected conflicts, equals a higher traffic safety risk, but also a more efficient traffic flow, on average, hence the title of this research.

Bicycles have an important role to play in the transition towards a more sustainable mobility. In order to achieve the modal shift towards bicycles, more must be done to accommodate cyclists. Although controlled intersections do increase the (perceived) safety of crossings with motorized vehicles, they are seen as major obstacles, and cyclists tend to avoid them when possible. The negative effects of controlled intersections for cyclists may be reduced by new methods of intersection control. This thesis combines the concepts of the connected environment and structure free control, to design an intersection controller that uses a genetic algorithmto determine the optimal signal plan, hereafter referred to as the SFGA controller. The controller is designed for an isolated intersection and considers car drivers and cyclists. Desires of cyclist with regard to controlled intersections, are identified by means of a literature review on the determinants of bicycle use, which are then projected on the controlled intersection. A traffic system model, based on validated models found in literature, is set up and a design for the structure free controller is proposed. A set of control objectives is proposed, including different metrics related to the desires of cyclists and car drivers. Objective function weights can be varied to achieve different levels of cyclist prioritization. A maximumwaiting time of 100 seconds is enforced in order to prevent prioritization of cyclists to result in unreasonable delays for car drivers, because red light running probabilities increase at larger waiting times. The performance of the structure free controller is evaluated for 15, 35 and 45% traffic saturation (percentage of intersection capacity), by means of a simulation based case study. The designed controller is benchmarked to vehicle actuated control (VA). VA has a cyclic, fixed control structure in which green times of movements are flexible and depend on the queue size. SFGA is benchmarkedwith an equalweight for the delay of car drivers and cyclists, and no weight included for the number of stops. The effect of incorporating weights that prioritize the desires of cyclists over those of car drivers is investigated. The SFGA controller results in average delays 1.8, 2.7 and 3.0 times lower than VAC for each of the evaluated traffic saturation levels. The number of stops is 1.9, 2.3 and 3.1 times lower. Including weights in the objective function to explicitly prioritize cyclists, results in even lower average delays and number of stops for cyclists. As is to be expected, this comes at the cost of additional delays for car drivers, especially for higher traffic saturation. The better performance of SFGA is attributed to two main differences between the controllers. First of all, the structure free aspect allows for a larger degree of freedom to choose more effective combinations of traffic lights to show green at the same time, instead of following the fixed sequence of VA. Additionally, the controller allows traffic that otherwise would experience the largest total delay to cross first, even if this means delaying some travellers in close proximity of the traffic light. This contrary to VA, that extends green time based on detected traffic in the active block. Without inclusion of weights that prioritize the desires of cyclist over cars, the controller already tends towards prioritization of the cyclists. This is caused by the controller considering the number of travellers that are influenced by its’ control decisions, combined with the higher traffic densities, that can be expected on bicycle paths in urban areas. Weights to prioritize cyclists can be included to include more priority, for example when bicycle traffic volumes are low. This work implicates that, in order to better serve the cyclists, it is not explicitly required to prioritize cyclists over cars. In areas with large volumes of cyclists, considering the number of travellers and their proximity to the traffic light can already result in cyclists being served better. This work could be used as a starting point or inspiration to design and eventually implement more cyclist oriented intersection controllers. Improvements for the controller and extensions for the research scope are proposed that are required for the controller to be suitable for practical implementation in the real world. If a future version of the controller is to be implemented, it will reduce the negative effects of controlled intersections on cyclists, thereby making the bicycle a more suitable replacement for the car.