Analytical Procedures for Determining the Impacts of Reliability Mitigation Strategies (2012) / Chapter Skim
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Pages 163-171
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From page 163... ...
163 C h a p t e r 9 Findings and products of the research Data Set Compilation and Usage A large and comprehensive data set was compiled with which to conduct the research. The data set will be of use for future research and the SHRP 2 data archive being constructed with the L03 data set as its core.
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164 the 80th percentile was more sensitive to these improvements. As a result, the 80th percentile TTI was added to the list of reliability performance metrics for the remainder of the research.
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165 of reliability performance metrics. In Atlanta from 2007 to 2008, it might be said that from the perspective of the user, the new conditions of 2008 were indeed less reliable, if one assumes that the 2008 average congestion was the base level: the worst days (as measured by the 95th percentile)
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166 travel times can be attributed to one or more of the sources of congestion; that is, they occur in the presence of an event(s) and/or high demand; • Uncongested periods are characterized by a sharp peak of travel time frequencies near the free-flow speed; • When congestion dominates the time slice (e.g., peak hour, peak period)
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167 same, and it can serve as the basis for conducting cost–benefit analyses. Two model forms were developed: simple and complex.
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168 incidents and crashes is caused by large traffic volumes. Therefore, the amount of delay caused by incidents is actually less than can be reasonably assigned by simply observing the occurrence of events.
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169 effect of disruptions is small. Extreme disruptions (e.g., multiple lane closures)
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170 this study. However, since the completion of data collection for this research, it is clear that data availability is about to increase dramatically.
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171 homogenous highway sections in terms of geometrics, typically covering 4 to 5 miles for urban sections (with much longer lengths for the few rural freeway sections) , were chosen.
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