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Investigating the Sustainability of the Freeway Management System and Feasibility of Implementing a Connected Vehicle Environment in the Western Cape

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Investigating the Sustainability of the Freeway Management System and Feasibility of Implementing a Connected Vehicle Environment in the Western Cape Conceptual Design of a Connected Vehicle Environment in Cape Town by Aadil Kriel Thesis presented in fulfilment of the requirements for the degree of Master of Science in the Faculty of Engineering at Stellenbosch University Supervisor: Dr. Johann Andersen Department of Civil Engineering March 2017 Stellenbosch University https://scholar.sun.ac.za By submitting this research project electronically, I declare that the entirety of the work contained therein is my own, original work, that I am the authorship owner thereof (unless to the extent explicitly otherwise stated) and that I have not previously in its entirety or in part submitted it for obtaining any qualification. Signature: ................................................ Date: March 2017 Copyright © 2017 Stellenbosch University All rights reserved Stellenbosch University https://scholar.sun.ac.za ABSTRACT This investigation considered the effect that Connected Vehicles may produce within the local environment with the use of two Connected Vehicle applications focused on the improvement of efficiency within South Africa, with specific focus on Cape Town. The technology investigated was Dedicated Short Range Communication (DSRC), a communications device designed specifically for use in vehicular communication. DSRC provides the latency requirements necessary for real-time safety applications. While safety was not the focus of this investigation, the potential effect that may be produced as a result of the technology would reach beyond the improvement of efficiency in the network. The applications tested for this investigation was Speed-Harmonization and Queue-Warning to determine if an improvement in congestion was possible and the extent thereof. These applications were tested with a simulation software program called VISSIM by the PTV Group. These applications were tested under Free-Flow conditions, under the occurrence of an Accident or Crash and in Congested traffic conditions. Thereafter, the applications were combined in two distinct ways with the aim of providing the effect of Cellular communication and DSRC communication capabilities. The Cellular implementation was considered for 100% market penetration, while the DSRC alternative was determined for varying penetrations of Connected Vehicles into the existing vehicle fleet within the design area. Overall, the following benefits were determined from the simulations: Average improvement in Travel Time of 12% Improvement in Fuel consumption and CO2 emissions reduction of 2% per day Average reduction in delays of 18% These benefits however would result in costs to both users and traffic management agencies. The following costs and benefits were determined for users and traffic management agencies respectively in the compilation of a cost benefit analysis i Stellenbosch University https://scholar.sun.ac.za Benefits to Road Users Total Total Total Benefit Benefit Present Present Present Cost Cost Decision Option Cost Cost Benefit Ratio Ratio (Minimum) (Maximum) (R) (Min) (Max) (R) (R) Alternative 0 - - - - - Option 1: Added to 132 725.54 242 043.90 182 215 1.37 0.75 Vehicle Option 2: 118 234.75 156 717.36 182 215* 1.54 1.16 Aftermarket Option 3: 122 292.12 231 609.48 182 215 1.49 0.79 Retro-fitted Option 4: Alternative 1 120 285.72 229 603.08 182 215 1.51 0.79 Self-Contained Option 5: 112 928.92 222 246.28 182 215* 1.61 0.82 VAD Option 6: Standard 160 888.24 270 205.60 182 215* 1.13 0.67 Equipment (SE) Option 7: 386 179.15 495 496.51 182 215* 0.47 0.37 SE with Video 1: Min. Delay 40 099.90 75 554.20 158 730.30 3.49 1.77 Alternative 2 2: Max. Delay 40 099.90 75 554.20 101 324.80 2.53 1.34 Benefits to Traffic Agencies Total Present Total Present Decision Cost (Design Total Net Benefit Benefit Area) From Alternative 0 - R1 601 055 - - R1 601 055 2015 40% R17.22 mil R3.295 mil Alternative 1 50% - R13.928 mil R20.73 mil R6.80 mil 60% R23.96 mil R10.03 mil At -R430 970 - -R430 970 2020 At Alternative 2 -R702 652 - -R702 652 2025 At -R949 875 - -R949 875 2030 It was found that the benefits under minimal conditions would exceed the initial costs committed to either alternative. Furthermore, according to the simulated models, a similar effect may be achieved in utilizing Cellular technology or DSRC technology. It may therefore be more sustainable for South Africa to consider the use of existing technology to reduce costs and reduce the time of deployment of the technology ii Stellenbosch University https://scholar.sun.ac.za OPSOMMING Hierdie ondersoek beskou as die effek wat verbind Voertuie binne die plaaslike omgewing met die gebruik van twee Verbinde Voertuig (VV) toepassing gefokus op die verbetering van doeltreffendheid in Suid-Afrika kan produseer, met spesifieke fokus op Kaapstad. Die tegnologie ondersoek was Toegewyde Kort Afstand Kommunikasie (TKAK), 'n kommunikasie toestel wat spesifiek ontwerp is vir gebruik in voertuie kommunikasie. TKAK bied die tyd vermindering vereistes wat nodig is vir ware tyd veiligheid programme. Terwyl veiligheid nie die fokus van hierdie ondersoek was nie, sal die potensiële uitwerking wat gebruik kan word geproduseer as gevolg van die tegnologie bereik as die verbetering van doeltreffendheid van verkeer in Kaapstad. Die toepassings wat in hierdie ondersoek getoets was, was Spoed-Harmonisering en Tou-Waarskuwing om te bepaal of 'n verbetering in opeenhoping moontlik was en die omvang daarvan. Hierdie toepassing is getoets met 'n simulasie sagteware program genaamd VISSIM deur die PTV Groep. Hierdie aansoeke is getoets onder Vry-Vloei voorwaardes, onder die voorkoms van 'n ongeluk of ineenstorting en in dig verkeer omstandighede. Daarna is die aansoeke gekombineer in twee verskillende maniere met die doel om die effek van Sellulere kommunikasie en TKAK kommunikasie vermoëns. Die Sellulere implementering beskou vir 100% markpenetrasie, terwyl die TKAK alternatiewe vasbeslote was om wisselende meng van Verbinde Voertuie in die bestaande voertuigvloot in die ontwerp gebied. Algehele, is die volgende voordele te sien van die simulasies: Gemiddelde verbetering in Reistyd van 12% Verbetering in Brandstofverbruik en CO2-emissies verminder 2% per dag Gemiddelde vermindering in vertragings van 18% Hierdie voordele sal egter lei tot koste vir beide gebruikers en verkeer bestuur agentskappe. Die volgende koste en voordele is vasgestel vir gebruikers en verkeer bestuur agentskappe onderskeidelik in die samestelling van 'n koste-voordeel-ontleding: iii Stellenbosch University https://scholar.sun.ac.za Koste en Voordele aan Gebruikers Totaal Totaal Totale Huidige Huidige Kostevoordeel Kostevoordeel Huidige Besluit Opsie Koste Koste Verhouding Verhouding Voordeel (Minimum) (Maksimum) (Min) (Maks) (R) (R) (R) Alternatief - - - - - 0 Keuse 1: 132 725.54 242 043.90 182 215 1.37 0.75 Keuse 2: 118 234.75 156 717.36 182 215* 1.54 1.16 Keuse 3: 122 292.12 231 609.48 182 215 1.49 0.79 Alternatief Keuse 4: 120 285.72 229 603.08 182 215 1.51 0.79 1 Keuse 5: 112 928.92 222 246.28 182 215* 1.61 0.82 Keuse 6: 160 888.24 270 205.60 182 215* 1.13 0.67 Keuse 7: 386 179.15 495 496.51 182 215* 0.47 0.37 1: Min. 40 099.90 75 554.20 158 730.30 3.49 1.77 Alternatief Vertraging 2 2: Maks. 40 099.90 75 554.20 101 324.80 2.53 1.34 Vertraging Koste en Voordele vir Bestuur Agentskappe Totaal Huidige Totale Totale Netto Besluit koste (Ontwerp Huidige Voordeel Omgewing) (R) Voordeel (R) Van Alternatief 0 - R1 601 055 - - R1 601 055 2015 40% R17.22 mil R3.295 mil Alternatief 1 50% - R13.928 mil R20.73 mil R6.80 mil 60% R23.96 mil R10.03 mil By -R430 970 - -R430 970 2020 By Alternatief 2 -R702 652 - -R702 652 2025 By -R949 875 - -R949 875 2030 Daar is bevind dat die voordele onder 'n minimale voorwaardes van die aanvanklike koste verbind tot óf alternatief sou oorskry. Verder, volgens die gesimuleerde modelle, 'n soortgelyke effek bereik kan word in die benutting van Sellulere tegnologie of TKAK tegnologie. Dit kan dus meer volhoubaar wees vir Suid-Afrika om die gebruik van bestaande tegnologie om koste te verminder en die vermindering van die tyd van die ontplooiing van die tegnologie te oorweeg. iv Stellenbosch University https://scholar.sun.ac.za ACKNOWLEDGEMENTS Throughout my investigation into Connected Vehicles and the existing traffic network, I felt as if I had mountains to climb in terms of information required and software that was needed to determine the results I needed to prove the feasibility of my study. I therefore feel a moral obligation to mention the following individuals for helping me complete the ascent to the top of the mountain. To Christoff Frick, Anton Struwig, David Sampson, Christo Bester and Marion Sinclair, thank you for all of the information that was provided to me, for dealing with all of my questions and for taking time out of yours and your colleagues day to provide me with assistance. I am entirely grateful for the interaction and the assistance that allowed me to complete my thesis in a manner that I am proud of. Thank you Dr. Johann Andersen, for providing excellent guidance through work and the provision of this great topic. I took this topic without knowing anything about Connected Vehicles, and now I am in disbelief that it has not yet become commonplace on the road network. With all of the stress and sleepless nights, I thoroughly enjoyed working on this topic every day in the hopes of making a new contribution to the work. Thank you for the strict commentary on the work I produced. I learnt a great deal during the completion of this study, life lessons that I will hold for the greater portion of my life.
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  • Bus Rapid Transit As Formalization: Accessibility Impacts of Transport Reform in Cape Town, South Africa

    Bus Rapid Transit As Formalization: Accessibility Impacts of Transport Reform in Cape Town, South Africa

    Bus rapid transit as formalization: Accessibility impacts of transport reform in Cape Town, South Africa by Lisa Rayle A dissertation submitted in partial satisfaction of the requirements for the degree of Doctor of Philosophy in City & Regional Planning in the Graduate Division of the University of California, Berkeley Committee in charge: Associate Professor Daniel Chatman, Chair Professor Emeritus Robert Cervero Professor Emerita Elizabeth Deakin Associate Professor Alison Post Fall 2017 Bus rapid transit as formalization: Accessibility impacts of transport reform in Cape Town, South Africa Copyright 2017 by Lisa Rayle 1 Abstract Bus rapid transit as formalization: Accessibility impacts of transport reform in Cape Town, South Africa by Lisa Rayle Doctor of Philosophy in City & Regional Planning University of California, Berkeley Associate Professor Daniel Chatman, Chair Many cities worldwide are introducing bus rapid transit (BRT) into contexts where informal transport modes serve a substantial part of the public transport market. These BRT initia- tives are intended, among other goals, to formalize existing transport systems and to improve accessibility. However, the extent to which BRT reforms actually improve residents' ability to reach activities remains in question. In this dissertation, I contribute to the empirical and theoretical literature on informal transport by investigating how BRT reform has impacted accessibility for residents of Cape Town, South Africa. How have Cape Town's transport reforms affected accessibility and its distribution amongst different population groups? Why have reforms had these effects? I address these questions using three methods: (1) an accessibility index computed using a transport network model, (2) a difference-in-difference approach using intercept survey data, and (3) interviews with users and stakeholders.