A novel map-matching procedure for low-sampling GPS data with applications to traffic flow analysis

An extensive sample (2%) of private vehicles in Italy are equipped with a GPS device that periodically measures their position and dynamical state for insurance purposes. Having access to this type of data allows to develop theoretical and practical applications of great interest: the real-time reconstruction of traffic state in a certain region, the development of accurate models of vehicle dynamics, the study of the cognitive dynamics of drivers. In order for these applications to be possible, we first need to develop the ability to reconstruct the paths taken by vehicles on the road network from the raw GPS data. In fact, these data are affected by positioning errors and they are often very distanced from each other (~2 Km). For these reasons, the task of path identification is not straightforward. This thesis describes the approach we followed to reliably identify vehicle paths from this kind of low-sampling data. The problem of matching data with roads is solved with a bayesian approach of maximum likelihood. While the identification of the path taken between two consecutive GPS measures is performed with a specifically developed optimal routing algorithm, based on A* algorithm. The procedure was applied on an off-line urban data sample and proved to be robust and accurate. Future developments will extend the procedure to real-time execution and nation-wide coverage.

Formazione e gestione di gruppi in reti veicolari ad-hoc per applicazioni di traffic management

Il presente lavoro di tesi si inserisce nel contesto dei sistemi ITS e intende realizzare un insieme di protocolli in ambito VANET relativamente semplici ma efficaci, in grado di rilevare la presenza di veicoli in avvicinamento a un impianto semaforico e di raccogliere quelle informazioni di stato che consentano all’infrastruttura stradale di ottenere una stima il più possibile veritiera delle attuali condizioni del traffico in ingresso per ciascuna delle direzioni previste in tale punto. Si prevede di raccogliere i veicoli in gruppi durante il loro avvicinamento al centro di un incrocio. Ogni gruppo sarà costituito esclusivamente da quelle vetture che stanno percorrendo uno stesso tratto stradale e promuoverà l’intercomunicazione tra i suoi diversi membri al fine di raccogliere e integrare i dati sulla composizione del traffico locale. Il sistema realizzato cercherà di trasmettere alle singole unità semaforiche un flusso di dati sintetico ma costante contenente le statistiche sull’ambiente circostante, in modo da consentire loro di applicare politiche dinamiche e intelligenti di controllo della viabilità. L’architettura realizzata viene eseguita all’interno di un ambiente urbano simulato nel quale la mobilità dei nodi di rete corrisponde a rilevazioni reali effettuate su alcune porzioni della città di Bologna. Le performance e le caratteristiche del sistema complessivo vengono analizzate e commentate sulla base dei diversi test condotti.

Traffic light policies for low penetration rate of monitoring devices

La gestione del traffico è una delle principali problematiche delle città moderne, e porta alla definizione di nuove sfide per quanto riguarda l’ottimizzazione del flusso veicolare. Il controllo semaforico è uno degli elementi fondamentali per ottimizzare la gestione del traffico. Attualmente la rilevazione del traffico viene effettuata tramite sensori, tra i quali vengono maggiormente utilizzate le spire magnetiche, la cui installazione e gestione implica costi elevati. In questo contesto, il progetto europeo COLOMBO si pone come obiettivo l’ideazione di nuovi sistemi di regolazione semaforica in grado di rilevare il traffico veicolare mediante sensori più economici da installare e mantenere, e capaci, sulla base di tali rilevazioni, di auto organizzarsi, traendo ispirazione dal campo dell’intelligenza artificiale noto come swarm intelligence. Alla base di questa auto organizzazione semaforica di COLOMBO vi sono due diversi livelli di politiche: macroscopico e microscopico. Nel primo caso le politiche macroscopiche, utilizzando il feromone come astrazione dell’attuale livello del traffico, scelgono la politica di gestione in base alla quantità di feromone presente nelle corsie di entrata e di uscita. Per quanto riguarda invece le politiche microscopiche, il loro compito è quello di deci- dere la durata dei periodi di rosso o verde modificando una sequenza di fasi, chiamata in COLOMBO catena. Le catene possono essere scelte dal sistema in base al valore corrente della soglia di desiderabilità e ad ogni catena corrisponde una soglia di desiderabilità. Lo scopo di questo elaborato è quello di suggerire metodi alternativi all’attuale conteggio di questa soglia di desiderabilità in scenari di bassa presenza di dispositivi per la rilevazione dei veicoli. Ogni algoritmo complesso ha bisogno di essere ottimizzato per migliorarne le performance. Anche in questo caso, gli algoritmi proposti hanno subito un processo di parameter tuning per ottimizzarne le prestazioni in scenari di bassa presenza di dispositivi per la rilevazione dei veicoli. Sulla base del lavoro di parameter tuning, infine, sono state eseguite delle simulazioni per valutare quale degli approcci suggeriti sia il migliore.

Potential effect of marine traffic on white-beaked dolphin (Lagenorhynchus albirostris) distribution and behaviour in Faxaflói Bay, southwest Iceland

Faxaflói bay is a short, wide and shallow bay situated in the southwest of Iceland. Although hosting a rather high level of marine traffic, this area is inhabited by many different species of cetaceans, among which the white-beaked dolphin (Lagenorhynchus albirostris), found here all year-round. This study aimed to evaluate the potential effect of increasing marine traffic on white-beaked dolphins distribution and behaviour, and to determine whether or not a variation in sighting frequencies have occurred throughout years (2008 – 2014). Data on sightings and on behaviour, as well as photographic one, has been collected daily taking advantage of the whale-watching company “Elding” operating in the bay. Results have confirmed the importance of this area for white-beaked dolphins, which have shown a certain level of site fidelity. Despite the high level of marine traffic, this dolphin appears to tolerate the presence of boats: no differences in encounter durations and locations over the study years have occurred, even though with increasing number of vessels, an increase in avoidance strategies has been displayed. Furthermore, seasonal differences in probabilities of sightings, with respect to the time of the day, have been found, leading to suggest the existence of a daily cycle of their movements and activities within the bay. This study has also described a major decline in sighting rates throughout years raising concern about white-beaked dolphin conservation status in Icelandic waters. It is therefore highly recommended a new dedicated survey to be conducted in order to document the current population estimate, to better investigate on the energetic costs that chronic exposure to disturbances may cause, and to plan a more suitable conservation strategy for white-beaked dolphin around Iceland.

Mortality from road traffic accidents in Switzerland: longitudinal and spatial analyses

Road traffic accidents (RTA) are an important cause of premature death. We examined socio-demographic and geographical determinants of RTA mortality in Switzerland by linking 2000 census data to RTA mortality records 2000-2005 (ICD-10 codes V00-V99). Data from 5.5 million residents aged 18-94 years, 1744 study areas, and 1620 RTA deaths were analyzed, including 978 deaths (60.4%) in motor vehicle occupants, 254 (15.7%) in motorcyclists, 107 (6.6%) in cyclists, and 259 (16.0%) in pedestrians. Weibull survival models and Bayesian methods were used to calculate hazard ratios (HR), and standardized mortality ratios (SMR) across study areas. Adjusted HR comparing women with men ranged from 0.04 (95% CI 0.02-0.07) in motorcyclists to 0.43 (95% CI 0.32-0.56) in pedestrians. There was a u-shaped relationship with age in motor vehicle occupants and motorcyclists. In cyclists and pedestrians, mortality increased after age 55 years. Mortality was higher in individuals with primary education (HR 1.53; 95% CI 1.29-1.81), and higher in single (HR 1.24; 95% CI 1.05-1.46), widowed (HR 1.31; 95% CI 1.05-1.65) and divorced individuals (HR 1.62; 95% CI 1.33-1.97), compared to persons with tertiary education or married persons. The association with education was particularly strong for pedestrians (HR 1.87; 95% CI 1.20-2.91). RTA mortality increased with decreasing population density of study areas for motor vehicle occupants (test for trend p<0.0001) and motorcyclists (p=0.0021) but not for cyclists (p=0.39) or pedestrians (p=0.29). SMR standardized for socio-demographic and geographical variables ranged from 82 to 190. Prevention efforts should aim to reduce inequities across socio-demographic and educational groups, and across geographical areas, with interventions targeted at high-risk groups and areas, and different traffic users, including pedestrians.

MaxMAC: a Maximally Traffic-Adaptive MAC Protocol for Wireless Sensor Networks

Energy efficiency is a major concern in the design of Wireless Sensor Networks (WSNs) and their communication protocols. As the radio transceiver typically accounts for a major portion of a WSN node’s power consumption, researchers have proposed Energy-Efficient Medium Access (E2-MAC) protocols that switch the radio transceiver off for a major part of the time. Such protocols typically trade off energy-efficiency versus classical quality of service parameters (throughput, latency, reliability). Today’s E2-MAC protocols are able to deliver little amounts of data with a low energy footprint, but introduce severe restrictions with respect to throughput and latency. Regrettably, they yet fail to adapt to varying traffic load at run-time. This paper presents MaxMAC, an E2-MAC protocol that targets at achieving maximal adaptivity with respect to throughput and latency. By adaptively tuning essential parameters at run-time, the protocol reaches the throughput and latency of energy-unconstrained CSMA in high-traffic phases, while still exhibiting a high energy-efficiency in periods of sparse traffic. The paper compares the protocol against a selection of today’s E2-MAC protocols and evaluates its advantages and drawbacks.

A Flow Trace Generator using Graph-based Traffic Classification Techniques

We propose a novel methodology to generate realistic network flow traces to enable systematic evaluation of network monitoring systems in various traffic conditions. Our technique uses a graph-based approach to model the communication structure observed in real-world traces and to extract traffic templates. By combining extracted and user-defined traffic templates, realistic network flow traces that comprise normal traffic and customized conditions are generated in a scalable manner. A proof-of-concept implementation demonstrates the utility and simplicity of our method to produce a variety of evaluation scenarios. We show that the extraction of templates from real-world traffic leads to a manageable number of templates that still enable accurate re-creation of the original communication properties on the network flow level.

Paediatric traffic accident and obstructive sleep apnoea by antrochoanal polyps: case report and literature review

Antrochoanal polyps are hyperplasias of the nasal mucosa, which have their origin in the maxillary sinus and extend through the nasal cavity and the choanae into the naso- and oropharynx. In children antrochoanal polyps represent one of the more frequent manifestations of paediatric nasal polyposis. Most studies on antrochoanal polyps in children report only on nasal obstruction, hyponasal speech and snoring, which are also encountered in the most common cause of obstructive sleep apnoea syndrome; i.e. adenoid or tonsillar hyperplasia. Only very few studies report on additional health hazards by antrochoanal polyps ranging from obstructive sleep apnoea syndrome to swallowing disorders and cachexia. We present the case of an 8 year old girl with a bicycle accident caused by excessive daytime sleepiness and obstructive sleep apnoea syndrome due to an extensive antrochoanal polyp. After a transnasal polypectomy and meatotomy type II the obstructive sleep apnoea and day time sleepiness resolved completely. Awareness of this additional health hazard is important and correct evaluation and timely diagnosis of a potential antrochoanal polyp is mandatory because minimally invasive rhinosurgery is highly curative in preventing further impending problems.

The Effects of Interstate Speed Limit Increases: Fatality Rates and Traffic Diversion Versus Speed Spillover

This thesis examines two panel data sets of 48 states from 1981 to 2009 and utilizes ordinary least squares (OLS) and fixed effects models to explore the relationship between rural Interstate speed limits and fatality rates and whether rural Interstate speed limits affect non-Interstate safety. Models provide evidence that rural Interstate speed limits higher than 55 MPH lead to higher fatality rates on rural Interstates though this effect is somewhat tempered by reductions in fatality rates for roads other than rural Interstates. These results provide some but not unanimous support for the traffic diversion hypothesis that rural Interstate speed limit increases lead to decreases in fatality rates of other roads. To the author’s knowledge, this paper is the first econometric study to differentiate between the effects of 70 MPH speed limits and speed limits above 70 MPH on fatality rates using a multi-state data set. Considering both rural Interstates and other roads, rural Interstate speed limit increases above 55 MPH are responsible for 39,700 net fatalities, 4.1 percent of total fatalities from 1987, the year limits were first raised, to 2009.