The fractal characteristics of urban forms and road networks can provide extremely useful information for urban planning. Previous research, however, has hardly acknowledged the fractal nature of transit networks, although this topic is of vital importance given the significance of public transit to city operations. In this study, the fractal characteristics of urban surface transit and road networks were analyzed based on the case study of Strasbourg, France. Two fractal dimensions that are most widely used, the length dimension and branch dimension, were calculated and analyzed using regression and correlation analysis. The results show that surface transit networks are fractal in seven sub-districts of Strasbourg. Furthermore, a relationship was found between the length dimension and branch dimension of road network. The branch dimension of transit network was related not only to the length dimension of transit network but also to the branch dimension of road network. Based on the fractal information, the results suggest possible methods for designing good road and surface transit networks that are well-coupled in urban traffic planning. The implications for urban development are that some potential problems with regard to traffic network structure may exist if current situations are not coincident with some findings in this article.

A cellular automaton model is proposed to simulate mixed traffic flow composed of motor vehicles and bicycles near bus stops. Three typical types of bus stops which are common in China are considered in the model, including two types of curbside bus stops and one type of bus bay stops. Passenger transport capacity of three types of bus stops, which is applied to evaluate the bus stop design, is calculated based on the corresponding traffic flow rate. According to the simulation results, the flow rates of both motor vehicles and bicycles exhibit phase transition from free flow to the saturation one at the critical point. The results also show that the larger the interaction between motor vehicle and bicycle flow is near curbside bus stops, the more the value of saturated flows drops. Curbside bus stops are more suitable when the conflicts between two flows are small and the inflow rate of motor vehicles is low. On the contrary, bus bay stops should be applied due to their ability to reduce traffic conflicts. Findings of this study can provide useful suggestions on bus stop selection considering different inflow rate of motor vehicles and bicycles simultaneously.

Unidirectional two-lane freeway is a typical and the simplest form of freeway. The traffic flow characteristics including safety condition on two-lane freeway is of great significance in planning, design, and management of a freeway. Many previous traffic flow models are able to figure out flow characteristics such as speed, density, delay, and so forth. These models, however, have great difficulty in reflecting safety condition of vehicles. Besides, for the cellular automation, one of the most widely used microscopic traffic simulation models, its discreteness in both time and space can possibly cause inaccuracy or big errors in simulation results. In this paper, a micro-simulation model of two-lane freeway vehicles is proposed to evaluate characteristics of traffic flow, including safety condition. The model is also discrete in time but continuous in space, and it divides drivers into several groups on the basis of their preferences for overtaking, which makes the simulation more aligned with real situations. Partial test is conducted in this study and results of delay, speed, volume, and density indicate the preliminary validity of our model, based on which the proposed safety coefficient evaluates safety condition under different flow levels. It is found that the results of this evaluation coincide with daily experience of drivers, providing ground for effectiveness of the safety coefficient.

Staggered working hours has the potential to alleviate excessive demands on urban transport networks during the morning and afternoon peak hours and influence the travel behavior of individuals by affecting their activity schedules and reducing their commuting times. This study proposes a multi-agent-based Q-learning algorithm for evaluating the influence of staggered work hours by simulating travelers’ time and location choices in their activity patterns. Interactions among multiple travelers were also considered. Various types of agents were identified based on real activity–travel data for a mid-sized city in China. Reward functions based on time and location information were constructed using Origin–Destination (OD) survey data to simulate individuals’ temporal and spatial choices simultaneously. Interactions among individuals were then described by introducing a road impedance function to formulate a dynamic environment in which one traveler’s decisions influence the decisions of other travelers. Lastly, by applying the Q-learning algorithm, individuals’ activity–travel patterns under staggered working hours were simulated. Based on the simulation results, the effects of staggered working hours were evaluated on both a macroscopic level, at which the space–time distribution of the traffic volume in the network was determined, and a microscopic level, at which the timing of individuals’ leisure activities and their daily household commuting costs were determined. Based on the simulation results and experimental tests, an optimal scheme for staggering working hours was developed.