Highway Capacity Manual改訂の動向--テイラ-教授の講演より

The Statistics of Canada

Sustainability assessment is being increasingly viewed as an important tool to aid in the shift towards sustainability. However, this is a new and evolving concept and there remain very few examples of effective sustainability assessment processes implemented anywhere in the world. Sustainability assessment is often described as a process by which the implications of an initiative on sustainability are evaluated, where the initiative can be a proposed or existing policy, plan, programme, project, piece of legislation, or a current practice or activity. However, this generic definition covers a broad range of different processes, many of which have been described in the literature as 'sustainability assessment'. This article seeks to provide some clarification by reflecting on the different approaches described in the literature as being forms of sustainability assessment, and evaluating them in terms of their potential contributions to sustainability. Many of these are actually examples of 'integrated assessment', derived from environmental impact assessment (EIA) and strategic environmental assessment (SEA), but which have been extended to incorporate social and economic considerations as well as environmental ones, reflecting a 'triple bottom line' (TBL) approach to sustainability. These integrated assessment processes typically either seek to minimise 'unsustainability', or to achieve TBL objectives. Both aims may, or may not, result in sustainable practice. We present an alternative conception of sustainability assessment, with the more ambitious aim of seeking to determine whether or not an initiative is actually sustainable. We term such processes 'assessment for sustainability'. 'Assessment for sustainability' firstly requires that the concept of sustainability be well-defined. The article compares TBL approaches and principles-based approaches to developing such sustainability criteria, concluding that the latter are more appropriate, since they avoid many of the inherent limitations of the triple-bottom-line as a conception of sustainability.

Conceptualising sustainability assessment

https://www.tandfonline.com/doi/pdf/10.1080/15472450.2017.1291351

Policy and society related implications of automated driving: A review of literature and directions for future research

Population is steadily increasing worldwide, resulting in intractable traffic congestion in dense urban areas. Adaptive traffic signal control (ATSC) has shown strong potential to effectively alleviate urban traffic congestion by adjusting signal timing plans in real time in response to traffic fluctuations to achieve desirable objectives (e.g., minimize delay). Efficient and robust ATSC can be designed using a multiagent reinforcement learning (MARL) approach in which each controller (agent) is responsible for the control of traffic lights around a single traffic junction. Applying MARL approaches to the ATSC problem is associated with a few challenges as agents typically react to changes in the environment at the individual level, but the overall behavior of all agents may not be optimal. This paper presents the development and evaluation of a novel system of multiagent reinforcement learning for integrated network of adaptive traffic signal controllers (MARLIN-ATSC). MARLIN-ATSC offers two possible modes: 1) independent mode, where each intersection controller works independently of other agents; and 2) integrated mode, where each controller coordinates signal control actions with neighboring intersections. MARLIN-ATSC is tested on a large-scale simulated network of 59 intersections in the lower downtown core of the City of Toronto, ON, Canada, for the morning rush hour. The results show unprecedented reduction in the average intersection delay ranging from 27% in mode 1 to 39% in mode 2 at the network level and travel-time savings of 15% in mode 1 and 26% in mode 2, along the busiest routes in Downtown Toronto.

Multiagent Reinforcement Learning for Integrated Network of Adaptive Traffic Signal Controllers (MARLIN-ATSC): Methodology and Large-Scale Application on Downtown Toronto

Dynamic Traffic Origin/Destination Estimation Using Evolutionary Based Algorithms

Alpha-Fair Large-Scale Urban Network Control: A Perimeter Control Based on a Macroscopic Fundamental Diagram Approach

In this paper, the consumption of various infrastructure systems in Calgary, Alberta by residential, commercial, and industrial sectors is considered. Statistical models are developed to quantify the influences of built form factors, in addition to traditional factors of sociodemography. Analyses are performed by census community for electricity, transportation by mode of travel, and demolition permits by their size and frequency. The employment of a common methodology in a single geography allows for comparison across infrastructure systems and determination of common patterns. Assessing total consumption does not necessarily lead to a consistent interpretation. By differentiating electricity consumption by sector and transportation by mode, consistent analysis can be conducted that identifies the correct relationships. We find a trend toward increasing consumption of electricity use moving out from the center of the city, but also an increasing reliance on the private automobile.

Spatial statistical analysis of infrastructure systems in Calgary, Alberta

Calibration of the Two-Fluid Model with Third-Party Crowdsourced Data - A Procedure and Evaluation

Waiting cost is usually considered as the highest cost imposed to passengers in transit systems. Efficient planning and operations of transit systems require accurate estimation of passengers’ waiting time. While the assumption of half the headway, as the mean waiting time experienced by transit users, has been extensively used in waiting time cost estimation, it is not always a realistic assumption considering heterogeneous passengers, service irregularities, and different types of transit services. In addition, many transit studies considered the waiting times of passengers only at the origin, while waiting times can also be incurred at transfer points and the destination, the latter for passengers with fixed arrival time at their destination. In this paper, we developed new mean waiting time formulations for different transit systems, including feeder-trunk service, Dial-a-Ride service, and single route with unreliable service. All possible combinations of types of passenger (planning and non-planning, with fixed and flexible arrival time at destination) and service types (schedule-based/frequency-based and high-frequency/low-frequency) are considered to capture the underlying dynamics of transit systems. The developed approach in this paper could be utilised in transit studies to better model these underlying dynamics and to achieve better designs and more efficient operations.

Lina Kattan

Papers

Dynamic Traffic Origin/Destination Estimation Using Evolutionary Based Algorithms

Alpha-Fair Large-Scale Urban Network Control: A Perimeter Control Based on a Macroscopic Fundamental Diagram Approach

Spatial statistical analysis of infrastructure systems in Calgary, Alberta

Calibration of the Two-Fluid Model with Third-Party Crowdsourced Data - A Procedure and Evaluation

Waiting time and headway modeling considering unreliability in transit service