Large transportation terminal is not only functioned as a space where train users can get on and off or transfer another line but also as sufficient commercial facilities because many commercial facilities exists in the terminal. Since the great transportation terminal which has functions as mentioned above consists of a complicated structure of multi floor building, visitors should choose their route included up and down moving in a 3D space inevitably. For a space management to obtain a comfortable moving space, it is needed to understand the flow situation of pedestrians in this terminal. In this research we suggested a practical method to estimate OD traffic volume in a 3D space based a small scaled section traffic survey and link traffic volume using the model combined the OD estimated model with route choice model including up and down moving situation in a 3D space which was suggested in the previous research. It is considered that the result of research can help a traffic line planning for pedestrians.
The existing methodology for roundabout entry capacity estimation is assuming the standard geometric layout and user behavior in other countries. However in Japan, it is often likely that the physical splitter islands are not implemented mainly due to space limitations, and thus pedestrian behavior and its impacts on entry capacity are different from those in the other countries. In this paper, simulation analyses were carried out with respect to impacts of geometry and user behavior conditions that are typical in Japan on entry capacity, and by using their results a multiple regression model for entry capacity estimation was developed. The model was validated with data observed at Roppontsuji roundabout in Karuizawa, Nagano. It was found that the estimation performance of the proposed model was very satisfactory while the existing methodology overestimates the capacity.
This paper evaluated a method of emissions distribution in an intersection area by considering vehicle behavior and vehicle characteristics. While a conventional method requires emission distribution by vehicle behavior and vehicle characteristics for each vehicle, our method requires separate average values. Our method requires 3 assumptions (1) independence of vehicle behavior characteristics: (2) constant acceleration and deceleration and speed of each car: (3) uniform arrival. We find that(1) there was little difference between the results from the dependent method independent method, even though our method is computationally easier: (2) on average, the result from the proposed method varies by around 10~30%, assuming the non-uniform arrival：and(3) the difference between the actual record and the proposed result is less than 2%.