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原文传递 TRAVTEK EVALUATION MODELING STUDY. FINAL REPORT.

题名：	TRAVTEK EVALUATION MODELING STUDY. FINAL REPORT.
作者：	Van-Aerde-M; Rakha-H
关键词：	TRAVTEK-; ADVANCED-TRAVELER-INFORMATION-SYSTEMS; INTELLIGENT-VEHICLE-HIGHWAY-SYSTEMS; INTELLIGENT-TRANSPORTATION-SYSTEMS; ROUTE-GUIDANCE; TRAFFIC-SIMULATION-MODELS; PERFORMANCE-INDICATORS; NETWORK-SIMULATION-MODELS; LEVEL-OF-MARKET-PENETRATION
摘要：	The following report describes a modeling study that was performed to extrapolate, from the TravTek operational test data, a set of systemwide benefits and performance values for a wider-scale deployment of a TravTek-like system. In the first part of the modeling study, the INTEGRATION simulation model was enhanced and calibrated to produce a model whose driver and in-vehicle system parameters were representative of the behavior that was quantified by various TravTek field tests in Orlando, Florida. In the second part of the study, a coded traffic network was created with properties that were representative of the traffic conditions observed in Orlando during the course of the TravTek operational field test. Nine Measures of Performance (MOPs) of the TravTek system were then estimated using the model: the total trip travel time; the total distance traveled; the number of stops incurred; the number of missed turns experienced; the average estimated fuel consumption; vehicle emissions of hydrocarbon (HC), carbon monoxide (CO) and oxides of nitrogen (NOx) per vehicle; and the expected accident risk. The simulated Orlando TravTek network consisted of 2,670 uni-directional links, 87 zones, 49 traffic signals and 783 lane-km. During a typical modeling run, of the PM peak, 62,899 individual vehicles were traced through a total of 679,111 veh-km or 11,882 veh-h. The Level of Market Penetration (LMP) was found to improve most of the nine MOPs by up to 12, 5, 32, 37, 13, 16, and 7% for the average trip duration, average trip length, number of vehicle stops, number of wrong turn maneuvers, level of fuel consumption, HC and CO emissions, respectively. The total travel time, the travel distance, the number of vehicle stops, the number of wrong turn maneuvers, the level of fuel consumption and the HC emissions were observed to improve monotonically for all LMPs. Emissions of CO were found to increase by no more than 3% for an LMP of 10% and decreased by up to 7% for LMPs beyond 10%. Emissions of NOx were found to increase by no more than 5% for all LMPs below 90% and were found to decrease by 1% for an LMP of 100%. For LMPs up to 100%, the traffic fleet as a whole, during the PM peak, experienced changes in accident risk that were less than +-1%. However, at virtually all LMPs, during the PM peak, the equipped vehicles experienced an accident risk that was greater than that of background traffic, that benefited from the diversion of the equipped vehicles. However, this was not the case during off-peak traffic conditions. The majority of the benefits increased at a decreasing rate for higher LMPs, but benefits accrued at lower LMPs were never subsequently reversed or negated.
总页数：	1996/03. 9111-9406 pp184 (88 Fig., 32 Tab., 20 Ref.)
报告类型：	科技报告