Recently, detection and prediction on driver fatigue have become interest of research worldwide. In the present work, a new method is built to effectively evaluate driver fatigue based on electromyography (EMG) and electrocardiogram (ECG) collected by portable real-time and non-contact sensors. First, under the non-disturbance condition for driver’s attention, mixed physiological signals (EMG, ECG and artefacts) are collected by non-contact sensors located in a cushion on the driver’s seat. EMG and ECG are effectively separated by FastICA, and de-noised by empirical mode decomposition (EMD). Then, three physiological features, complexity of EMG, complexity of ECG, and sample entropy (SampEn) of ECG, are extracted and analysed. Principal components are obtained by principal components analysis (PCA) and are used as independent variables. Finally, a mathematical model of driver fatigue is built, and the accuracy of the model is up to 91%. Moreover, based on the questionnaire, the calculation results of model are consistent with real fatigue felt by the participants. Therefore, this model can effectively detect driver fatigue.

This study analyses an Adaptive Trajectory Control (ATC) system in case of a sudden change in μ-max (maximum tyreroad friction coefficient) during an emergency lane change manoeuvre in order to maintain the driving safety. Autonomous front wheel steering (FWS) systems have been developed for emergency steering situations. The trajectory design is also a part of these systems. Moreover, in this study ATC has been designed by sensing μ-max to complete the emergency steering manoeuvre successfully. Therefore, the originality of this paper arises from the necessity of a trajectory change in case of a sudden change in μ-max to minimize the distance between the desired and the actual path. Suitable cases were designed by using a two-track model in IPG/CarMaker (MATLAB/Simulink). Results show that ATC could be used during an emergency steering manoeuvre in case of a sudden decrease in μ-max as it can be advantageous in certain critical traffic situations. Therefore, ATC could be
used as an alternative system instead of Electronic Stability Program.

In the UK, the Puffin crossing has provision to extend pedestrian green time for those who take longer to cross. However, even at such a pedestrian friendly facility, the traffic signal control is usually designed to minimise vehicle delay while providing the crossing facility. This situation is rather contrary to the current policies to encourage walking. It is this inequity that has prompted the need to re-examine the traffic control of signalised crossings to provide more benefit to both pedestrians and vehicles. In this context, this paper explores the possibility of implementing an Upstream Detection strategy at a Puffin crossing to provide a user friendly crossing. The study has been carried out by simulating a mid-block Puffin crossing for various detector distances and a number of combinations of pedestrian and traffic flows. This paper presents the simulation results and recommends the situations at which Upstream Detection would be suitable.

The paper examines the impact of integration of macroeconomic indicators on the accuracy of container throughput time series forecasting model. For this purpose, a Dynamic factor analysis and AutoRegressive Integrated Moving-Average model with eXogenous inputs (ARIMAX) are used. Both methodologies are integrated into a novel four-stage heuristic procedure. Firstly, dynamic factors are extracted from external macroeconomic indicators influencing the observed throughput. Secondly, the family of ARIMAX models of different orders is generated based on the derived factors. In the third stage, the diagnostic and goodness-of-fit testing is applied, which includes statistical criteria such as fit performance, information criteria, and parsimony. Finally, the best model is heuristically selected and tested on the real data of the Port of Koper. The results show that by applying macroeconomic indicators into the forecasting model, more accurate future throughput forecasts can be achieved. The model is also used to produce future forecasts for the next four years indicating a more oscillatory behaviour in (2018-2020). Hence, care must be taken concerning any bigger investment decisions initiated from the management side. It is believed that the proposed model might be a useful reinforcement of the existing forecasting module in the observed port.

The rapid development of China’s railway has exerted an enormous influence on the intercity passenger transport structure in recent years. However, it has not satisfied the passengers’ travel demand due to induced traffic. This paper is committed to solving such issue, with the aim of satisfying the current travel demand, and of anticipating the demand of the predicted traffic growth over the next 20 to 30 years. The paper has considered the increase in rail passenger kilometres caused by the growth of rail kilometres as rail-induced traffic. Based on the concept and former research of induced traffic, the panel data of 26 provinces and 3 municipalities of China between the year 2000 and 2014 were collected, and the elasticity models (including elasticity-based model, distributed lag model, high-speed rail (HSR) elasticity model and rail efficiency model) have been constructed. The results show the importance of model formation incorporation of rail-induced traffic. It is better to get the correct value in divided zones with different train frequencies or incorporation rail efficiency in cities or provinces. The lag time and rail types also need to be considered. In summary, the results analysis not only confirms the existence of rail-induced traffic, but also provides substantial recommendations to train operation planning.

With the rapid increase of the subway passenger volume, the conflict among passengers emerges as a significant issue which affects subway serviceability, especially in the bidirectional flow. The aim of this study is to explore the characteristics of the bidirectional flow of pedestrians in a subway corridor. Pedestrian experiments were conducted to investigate microscopic characteristics of the pedestrian flow. It was found that the microscopic characteristics, including the walking speed and turning angle, were time-dependent and had a generalized trend with time. It was also found that different pedestrian volumes affected the microscopic characteristics. Based on the trend of the microscopic characteristics, the lane formation phenomenon was observed and quantitatively studied, identifying three phases: conflict phase, lane formation phase, and steady lane phase. To alleviate the bidirectional pedestrian conflict, additional pedestrian experiments for the countermeasure of adding separating strap in the corridor, which was based on the lane formation analysis, was conducted. The effectiveness of the countermeasure was demonstrated through a before-and-after comparison. The results showed that adding the separation between the adjacent lanes had the best performance in reducing the conflicts. The results would provide a rationale for subway managers in optimizing the corridor bidirectional pedestrian flow.

This paper offers a simulation model for analysing the utilization levels of a section of a railway line between Edinburgh Waverley and Glasgow Queen Street. Specifically, a segment of this line situated in the urban area of Edinburgh has been simulated using SIMUL8 to study the impacts of further inclusion of freight trains on the scheduled passenger trains. The utilisation levels of this segment have been observed in three scenarios: utilisation existing state where all scheduled passenger trains and a few freight trains are observed; utilisation in future state where more freight trains are input in available time gaps running at their actual speed; and utilisation future state where freight trains are input in available time gaps running at speed equivalent to a passenger train. A decomposition approach is implemented. The results suggest that extra freight trains can be input into the current timetables without impeding the current scenario, allowing a reasonable increase in utilisation of the rail line.

Procedures for capacity analysis of two-way stop controlled (TWSC) appeared in scientific literature in the 1970s. In addition to standard TWSC intersections, there are also non-standard unsignalised intersections. The main characteristic of these intersections is that two major approaches are not placed opposite, but next to each other. Because of the non-standard layout of the major and minor approaches, there are unique major and minor movements at these intersections. For these movements, standard procedures for capacity analysis of standard TWSC intersections cannot be used. This paper describes a procedure for capacity analysis of non-standard unsignalised intersections with a new model for rank distribution for all major and minor movements, as well as the conflict flow calculation, and the procedure for the calculation of potential and movement capacity, according to the non-standard layout of the major and minor approaches.