Urban Planning
mohamadreza elyasi; seyed farzin faezi; Mortaze Pazireh
Abstract
Introduction We are today facing a growing number of vehicles, which poses an interference in the performance of urban intersections, particularly Squares. Urban road network does not make a lot of problems for traffic, but its major cause is the intersections resulting in congestion in the network due ...
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Introduction We are today facing a growing number of vehicles, which poses an interference in the performance of urban intersections, particularly Squares. Urban road network does not make a lot of problems for traffic, but its major cause is the intersections resulting in congestion in the network due to the interference in the continuous flow and its conversion into incontinuous flow. This study attempted to provide the closest simulation to reality for 13 Aban Square in Hamadan by determining drivers' behavior and applying local parameters in EMSAN software. Methodology In this study, in order to evaluate the drivers' behavior at intersections, traffic parameters were performed using field studies and the review of microscopic parameters was simulated in a realistic way. Data were collected in the field is by video recording for one hour without interruption during a peak hour of noon. One of the advantages of this method over traffic counting is the calculation of vehicle origin-destination statistics, which provides a better simulation close to the current situation. First, the required geometric data must be collected from the desired location, including the width of route entries and exits, the radius of circumscribed circle, the radius of central Square and other construction protrusions, and applied carefully close to reality in the software. The statistics of route entries were recorded by video recording without interruption at the peak hour from 12:30 to 13:30 from the high point on the northwest side of the approach on Tuesday, November 21, 2018. After determining the drivers' behavior and localization practices, the data were entered into the software and the results were compared in two scenarios. A new cycle plan was also designed and provided for this intersection with SIDRA software, which was applied simultaneously with localization. First, the effect of traffic light application was determined on the microscopic characteristics of Square traffic flow such as delay, vehicle speed, level of service, number of vehicles waiting in line, and travel time using software. The results showed the lowest value following the application of drivers' behavior and simulation for delay in the first scenario and speed in the current situation and the second scenario. Travel time also showed an increase by 54% for the current situation, by 6% for the no-light mode, and by 50% for the 80-second cycle mode. Results and Discussions Validation performed by fitting approximately 80% with the current situation calculated from the software, such as the same practice regarding the latency after determining the localized parameters, revealed the accuracy of the calculations and the correctness of the path travelled in the localization process. Travel time is one of the criteria used to assess the characteristics of traffic flow in urban road network and intersections. Vehicle travel time indicates characteristics such as delay, line length, flow rate and network level of service. It is not unreasonable to expect a change in travel time charts with increasing delay and decreasing speed, so that we observe a 54% increase for the current situation, a 6% decrease for the non-lighted mode, and a 50% increase for the 80-second cycle duration. Effectiveness and accuracy of localization process can be confirmed by analyzing the effect of localization of different software parameters on the outputs, investigating the fitness of the modeling results with reality, and by comparing the difference between the software output results in the two cases before and after localization. Delay and mean travel time parameters were selected as the most significant and common parameters in lighted intersections in line with the validation of the simulations. There was only a 5.5% difference between the current situation of 13 Aban Square and the field validation, confirming the coherence of localization in the software. Conclusion As can be seen in Tables of this study, it should be noted that the delay parameter has a direct effect on other parameters of an intersection. In this regard, validation was performed for the travel time parameter in line with the delay parameter and the test vehicle method was used. However, the tables were not presented in order to avoid prolonging the article. The results revealed that the validation performed by fitting about 80% with the current situation calculated from the software, such as the same findings regarding the delay, shows the accuracy of the calculations and the correctness of the path travelled in the localization process.
Urban Planning
seyed farzin faezi; omid shanian
Abstract
Introduction
The growing population in cities and the increasing need for goods and services, has increased the traffic of freight vehicles, and on the other hand, a large part of the intra-city freight transportation network is done by various vehicles, which disregarding it causes irregularities in ...
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Introduction
The growing population in cities and the increasing need for goods and services, has increased the traffic of freight vehicles, and on the other hand, a large part of the intra-city freight transportation network is done by various vehicles, which disregarding it causes irregularities in urban transportation, car accidents and events, psychological problems and insecurity of citizens, air pollution and pollutants increase, high fuel consumption, congestion and delay in the road network and dozens of other cases. Although the intra-city freight transportation fleet comprises only 20 percent of the vehicles traveling within the urban network, it has allocated 40 percent of emission of pollutants and noise pollution, and 35 percent of accidents to itself. One of the solutions to manage and promote the quality level of freight and goods transportation system is to use smart tools and systems in freight and goods transportation system. Therefore, the main purpose of this research is to find the best solution to smarten the intra-city freight and goods transportation according to the criteria of sustainable development.
Data and Method
The research method has been conducted based on 7 stages of multi-actor multi-criteria analysis. Using library study and interview, at first the methods of smartening intra-city freight transportation and stakeholder groups were identified, then the criteria of sustainable development related to each of the stakeholder groups and related to smartening intra-city freight transportation were determined. After specifying which group each criterion belongs to, the weight of each criterion was determined for each group using the method of Analytical Hierarchy Process(AHP). For this purpose, a pairwise comparison questionnaire was designed for each group separately and distributed among the participants. The weight of each criterion was determined as a percentage, which indicates the importance that the stakeholder groups have attributed to these goals. After determining the weight of the criteria, a questionnaire was designed and distributed again to measure the impact ratio of each of the solutions on each of the criteria. This questionnaire is also of pairwise comparison type and has been analyzed by AHP method. In this research, by consulting with experts and elites, the weight of all groups was considered the same. The average of desirability ratio of each method from the perspective of stakeholder groups was also determined, which provides an overview of the perspective of all stakeholder groups. After specifying how much desirability each solution has in the view of each stakeholder group, this issue was addressed that what is the best solution to smarten intra-city freight transportation, so that by using it the current transportation system can also be improved, and can attract the satisfaction of all stakeholder groups as well. For this purpose, multi-actor multi-criteria analysis method was used. By averaging the percentage of desirability ratio of the proposed solutions among various groups, the most desirable method for smartening freight and goods transportation was specified.
Results and Discussion
In this research, four solutions have been introduced for smartening the intra-city freight and goods transportation, which are: 1- smartening urban roads, 2- smartening freight vehicles, 3- smartening warehouses, 4- designing mobile application for ordering freight vehicles. In the next step, individuals were classified into four groups under the title of stakeholder groups, which are: 1- City managers and officials, including mayors, transportation deputies, officials of the Freight and Passenger Transportation Organization, and officials of the Freight Transportation Terminals Organization, 2 - Freight and goods transportation operators, including freight companies and drivers of freight vehicles, 3- Goods consignors, including manufacturers, wholesalers and warehousemen, and 4- Goods recipients, including retailers. The sustainable development criteria were divided into four sections according to the goals and views of stakeholder groups in relation to smartening freight transportation, in a way that it was specified to which group each criterion belongs. Thus, both the goals and views of the public sector and the goals and views of the private sector were examined. Based on the analysis of data collected from the questionnaires, it was specified that the most important criterion according to the public sector (city managers and officials) is traffic management, while the criterion of traffic considerations has never been located in the first priorities of the private sector (senders, receivers and operators of transportation). Based on the one-actor analysis, the application design solution has the highest desirability from the point of view of senders and transportation operators, and from the point of view of city managers and officials, it is in the second place with a slight difference compared to smartening city roads. But from the point of view of the recipients of goods, smartening freight vehicles has allocated the highest desirability to itself. Based on the multi-actor multi-criteria analysis method, application design has generally been introduced as the most desirable method for smartening freight and goods transportation. This method has been at priority not just from the point of view of freight recipients and has been able to attract the view of other stakeholder groups to itself. The next criterion is smartening freight vehicles, which has the highest desirability from the point of view of freight recipients and is in the fourth rank in the view of city managers and officials. Then there is the criterion of smartening urban roads, which has the highest desirability from the point of view of city managers and officials. Finally, there is the criterion of smartening warehouses, which has been able to achieve relative desirability only from the point of view of freight transportation operators.
Conclusion
In this research, by measuring the importance ratio of criteria from the viewpoint of all stakeholder groups and comparing these views with each other, it was specified that there is a disagreement between the private sector (senders and recipients of goods and transportation operators) and the public sector (city managers and officials). From the perspective of the private sector, traffic considerations have the least importance compared to other criteria, while traffic management is the most important criterion from the perspective of the public sector. This disagreement has also been observable in choosing the best solution.
