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• W2183557777 abstract "Estimation of fuel consumption and pollutant emissions for evaluating road traffic conditions is useful for environmental assessment in traffic design, operations and planning. This also forms the basis of operating cost modeling. Fuel consumption and emission (CO2, CO, HC, NOx) models with four levels of aggregation for traffic engineering and transport planning purposes were developed by the first author and his colleagues at the Australian Road Research Board in the 1980s. These models are based on power requirements, and the four-mode elemental (modal) and the more detailed instantaneous forms of the model are implemented in the SIDRA INTERSECTION and SIDRA TRIP software packages. This paper describes the recent work on recalibration of light and parameters used by this model using large empirical database for modern fleet. Implications of the change in fuel and emission model parameters on intersection assessment are considered. A roundabout evaluation case is presented assessing the effectiveness of roundabout metering signals using the fuel consumption and emission models with (i) older parameter values and (ii) the recalibrated parameter values to investigate whether the changes in parameters change the results significantly. The model provided in the SIDRA INTERSECTION software package is used for this purpose. INTRODUCTION Environmental assessment in traffic design, operations and planning can be conducted using models to estimate fuel consumption and pollutant emissions as function of traffic conditions. This also forms the basis of operating cost modeling. Fuel consumption and emission (CO2, CO, HC, NOx) models with four levels of aggregation for traffic engineering and transport planning purposes were developed by the first author and his colleagues based on extensive research at the Australian Road Research Board in the 1980s (1-19). These models are based on power requirements, and the four-mode elemental (modal) and the more detailed instantaneous forms of the model are implemented in the SIDRA INTERSECTION and SIDRA TRIP software packages (20-23). Studies of fuel consumption and emission using SIDRA software were reported in the past (24, 26). In more recent years, an application of the model to investigate of fuel consumption, pollutant emission and operating cost savings at roundabout with metering signals was reported by the first author (27). This model provides highly accurate fuel consumption estimates for traffic analysis since there is no simplification of traffic information into such aggregate variables as average travel speed, average running speed and number of stops. However, it has been recognized that it is necessary to update the parameters used by the model, especially for emission estimates, in order to reflect more recent changes in characteristics (rated engine power, catalyst loading and composition, engine management system, etc.) and fleet composition (28). Research was undertaken recently to calibrate the light and parameters used by the fuel consumption and emission models in SIDRA INTERSECTION and SIDRA TRIP based on large empirical database for modern fleet. The preliminary results of this effort were reported by the authors previously (29). The research involved the use of an empirical database (NISE 2) incorporating large range of fuel consumption and emission data for about 400 vehicles representing cross section of typical vehicles on Australian metropolitan roads (30-32). Data were collected in emissions test laboratory using real-world driving cycle called CUEDC-P (composite urban emission drive cycle for petrol vehicles) developed from Australian driving pattern data collected in the field. This drive cycle consists of four phases representing Residential, Arterial, Freeway and Congested driving conditions. Akcelik, Smit and Besley 2 This paper describes the instantaneous form of the fuel consumption and CO2 models, presents the model recalibration results for number of vehicles, and compares the default parameters for the composite in SIDRA INTERSECTION before and after recalibration. Implications of the change in fuel and emission model parameters on intersection assessment are considered. A roundabout evaluation case is presented assessing the effectiveness of roundabout metering signals using fuel consumption and emissions (CO2, HC, CO, NOx) as well as operating costs (including operating cost and value of time) with (i) older parameter values and (ii) the recalibrated parameter values, to investigate whether changes in parameters change the results significantly. The model provided in the SIDRA INTERSECTION software package is used for this purpose. MODEL PARAMETERS The fuel consumption and emission models use two groups of parameters, namely parameters, and traffic and road parameters. Vehicle parameters include loaded mass, idle fuel or emission rates, and fuel or emission efficiency rates. The parameters used in the fuel consumption and emission models are derived considering fleet composition (percentage of kilometres for each type) with more detailed data including fuel type (% diesel), maximum engine power, power to weight ratio, number of wheels and tyre diameter, rolling resistance factor, frontal area and the aerodynamic drag coefficient. In SIDRA INTERSECTION, fuel consumption, emissions and cost are calculated for different movement classes including Light Vehicles, Heavy Vehicles, Buses, Bicycles, Large Trucks, Light Rail / Trams and two user-defined classes. Traditionally, more aggregate heavy vehicle designation is used for traffic modeling as well as fuel and emission modeling, where is defined as any with more than two axles or with dual tyres on the rear axle. The US Highway Capacity Manual (33) defines as a with more than four wheels touching the pavement during normal operation. Thus, buses, trucks, semi-trailers (articulated vehicles), cars towing trailers or caravans, tractors and other slow-moving vehicles are classified as vehicles. All other vehicles are defined as light vehicles (cars, vans, small trucks). Traffic and road parameters used directly in the SIDRA INTERSECTION model for fuel and emission estimation include speed, acceleration rate and grade parameters. A detailed description of the polynomial acceleration model used for this purpose is available (16, 20). SIDRA INTERSECTION uses macroscopic four-mode elemental (modal) model. For each lane of traffic, the traffic model derives paths (drive cycles) consisting of series of cruise, acceleration, deceleration and idling (stopped) time elements (Figure 1) for specific traffic conditions represented by intersection geometry, traffic control and demand flows based on data supplied by the user. Thus, the paths (drive cycles) generated by SIDRA INTERSECTION are very different for different intersection types (signalized, roundabout, sign-controlled), for different signal phasing arrangements, for different signal timings for given phasing arrangement, for give-way (yield) and stop control (two-way or all-way), and for different congestion levels. Vehicle paths (drive cycles) are derived and the fuel consumption and emission models are applied to queued (stopped) and unqueued (unstopped) vehicles belonging to different movement classes in each lane separately, and then the total values are calculated for all traffic using the lane. Vehicle paths for unqueued vehicles are constructed taking into account (i) cruise on entry to the approach, (ii) slow-down to safe negotiation speed or full stop on the approach, and (iii) negotiation of the intersection departure area at the safe negotiation speed. Akcelik, Smit and Besley 3 Figure 1 Vehicle path (drive cycle) during stop start manoeuvre (example) Vehicle paths for queued vehicles (Figures 1 and 2) are constructed taking into account (i) cruise on entry to the approach, (ii) major stop (stop or slow down from approach cruise speed), (iii) queue move-ups (repeated stops and starts in the queue) and (iv) negotiation of the intersection departure area at the safe negotiation speed. . Once the travel paths are determined, the fuel consumption and emission values are calculated for each of the four driving elements (modes) for each path, the results are added together for the entire path, and aggregate values for lanes and origin-destination (turning) movements are determined according to flow proportions of queued and unqueued vehicles and movement classes. Thus, the key to the estimation of fuel consumption and emissions is detailed modelling of stop-starts in addition to delays and queues. The stop-start model is strongly related to the modelling of back of queue and delay at all types of intersection. This is depicted in Figure 2 where queue move-ups are seen to be related to overflow queues. Stop start modeling is not included in the HCM for intersections (33). In SIDRA INTERSECTION, gap-acceptance model by signal analogy is used as basis of modeling stopstarts for roundabouts and two-way sign control (34, 35). The instantaneous models of fuel consumption and CO2 are described in the following section. Other emission models have the same structure as the fuel consumption model. Stop line Unqueued Queued" @default.
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• W2183557777 date "2014-01-01" @default.
• W2183557777 modified "2023-09-23" @default.
• W2183557777 title "Recalibration of a Vehicle Power Model for Fuel and Emission Estimation and its Effect on Assessment of Alternative Intersection Treatments" @default.
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