45,493 research outputs found
Evidence for the decay B0→J/ψω and measurement of the relative branching fractions of meson decays to J/ψη and J/ψη′
No full textFirst evidence of the B 0 → J / ψ ω decay is found and the B s 0 → J / ψ η and B s 0 → J / ψ η ′ decays are studied using a dataset corresponding to an integrated luminosity of 1.0 fb -1 collected by the LHCb experiment in proton-proton collisions at a centre-of-mass energy of sqrt(s) = 7 TeV. The branching fractions of these decays are measured relative to that of the B 0 → J / ψ ρ 0 decay:frac(B (B 0 → J / ψ ω), B (B 0 → J / ψ ρ 0)) = 0.89 ± 0.19 (stat) - 0.13 + 0.07 (syst),frac(B (B s 0 → J / ψ η), B (B 0 → J / ψ ρ 0)) = 14.0 ± 1.2 (stat) - 1.5 + 1.1 (syst) - 1.0 + 1.1 (frac(f d, f s)),frac(B (B s 0 → J / ψ η ′), B (B 0 → J / ψ ρ 0)) = 12.7 ± 1.1 (stat) - 1.3 + 0.5 (syst) - 0.9 + 1.0 (frac(f d, f s)), where the last uncertainty is due to the knowledge of f d / f s, the ratio of b-quark hadronization factors that accounts for the different production rate of B 0 and B s 0 mesons. The ratio of the branching fractions of B s 0 → J / ψ η ′ and B s 0 → J / ψ η decays is measured to befrac(B (B s 0 → J / ψ η ′), B (B s 0 → J / ψ η)) = 0.90 ± 0.09 (stat) - 0.02 + 0.06 (syst)
Simulating the impacts of strong bus priority measures
No full textPolicies to reduce levels of traffic congestion and pollution in major urban areas often focus strongly on the concept of a sustainable transport system, but to achieve this vision a significant modal shift from private car to public transport will be required. This paper reports on a recent research study which provides a framework within which to model the behavioral responses of travelers following the implementation of strong bus priority measures (where road capacity is deliberately removed from general traffic and given to buses). A summary of the different behavioral responses which can be expected is given and results from a practical implementation of the framework which has been based on two commercial transport modeling packages (CONTRAM and TRIPS) are discussed. These results suggest firstly that the effect of implementing such strong bus priority measures is as dependent on the characteristics of the local travelers as on the scheme itself and secondly that implementing too strong a scheme may not benefit public transport overall
Comparison of signalized junction control strategies using individual vehicle position data
No full textThis paper is concerned with the development of control strategies for urban signalized junction that can make use of individual vehicle position data from localization probes on board the vehicles. Strategy development involves simulating the behaviour of vehicles as they negotiate junctions controlled by prototype strategies and evaluating performance. Two strategies are discussed in this paper, a simple auctioning agent strategy and an extended auctioning agent strategy where a machine learning approach is used to enable agents to be trained by a human expert to improve performance. The performance of these two strategies are compared with each other and with the MOVA algorithm in simulated tests. The results show that auctioning agents using individual vehicle position data can out perform MOVA, but that this performance can be improved further still by using learning auctioning agents trained by a human expert
A methodology for traffic state estimation and signal control utilizing high wireless device penetration
No full textThis paper presents a methodology for fusing data from multiple sensors, including wireless devices, to make an estimation of the state of an urban traffic network. An extended Kalman filter is employed along with a state evolution model to make estimates of the state in a discretized network. Results are presented from simulation tests of signal controllers on a network with three signalized junctions. Two signal control methods are tested: SCOOT and a machine learning junction control algorithm that employs the discretized state structure described in this paper. These tests represent lower and upper performance benchmarks and present a significant difference. The tests also demonstrate a framework for the future evaluation of the proposed methodology
Collection and use of environmental data for transport management: a view from local authorities
No full textSignal control using vehicle localization probe data
No full textThis paper presents a simulation test bed and methodology for evaluating urban signalized junction control algorithms that use localization probe data from all vehicles in the local area. The simulator is based on SIAS Paramics micro-simulation software with bespoke software modules built on top for automatic network generation, localization data processing and signal control. Localization algorithms tested use a hierarchical structure of auctioning agents. Early tests of control algorithms on an isolated signalized junction indicate performance that compares favourably with the MOVA algorithm using inductive loop data.<br/
Quantifying the potential savings in travel time resulting from parking guidance systems - a simulation case study
No full textParking Guidance and Information (PGI) signs are thought to enable a more efficient use of the available parking stock. Despite the installation of PGI systems in many cities and their operation for a number of years, there is a lack of reliable evidence of the size of the benefits that these systems can achieve. This paper describes the development of driver parking choice models (both during the journey and pre-trip) and the implementation of these models in the existing network traffic simulation model RGCONTRAM. Besides quantifying the effects of the PGI system on both the drivers seeking suitable parking spaces and the parking stock itself, this also enables quantification of the impact of parking choice on the wider network. Factors influencing PGI effectiveness are described and conclusions are drawn that illustrate the potential of PGI to induce the demand to spread more efficiently across the parking stoc
Observations of Bºs→ψ(2S)η and Bº(s)→ψ(2S)π+π- decays
No full textFirst observations of the B0s
→ψ(2S)η, B0 →ψ(2S)π
+
π
− and B0s
→ψ(2S)π
+
π
− decays are made
using a dataset corresponding to an integrated luminosity of 1.0 fb−1 collected by the LHCb experiment in
proton–proton collisions at a centre-of-mass energy of
√
s = 7 TeV. The ratios of the branching fractions
of each of the ψ(2S) modes with respect to the corresponding J/ψ decays are
B(B0s
→ψ(2S)η)
÷
B(B0s
→J/ψη)
= 0.83± 0.14 (stat)±0.12 (syst) ±0.02 (B),
;
B(B0→ψ(2S)π
+
π
−
)
÷
B(B0→J/ψπ
+
π
−
)
= 0.56± 0.07 (stat)±0.05 (syst)± 0.01 (B),
;
B(B0s
→ψ(2S)π
+
π
−
)
÷
B(B0s
→J/ψπ
+
π
−
)
= 0.34± 0.04 (stat)±0.03 (syst)± 0.01 (B),
where the third uncertainty corresponds to the uncertainties of the dilepton branching fractions of the J/ψ
and ψ(2S) meson decays
Measurement of the branching fraction
No full textThe B
0
s
→ J/ψK
0
S
branching fraction is measured in a data sample corresponding to 0.41 fb−1
of integrated luminosity collected with the LHCb detector at the LHC. This channel is sensitive to
the penguin contributions affecting the sin 2β measurement from B
0
→ J/ψK
0
S
. The time-integrated
branching fraction is measured to be B(B
0
s
→ J/ψK
0
S
) = (1.83±0.28)×10−5
. This is the most precise
measurement to date
Measurement of the B0–B0 oscillation frequency Δmd with the decays B0→D−π+ and B0→ J/ψK∗0
No full textThe B
0
–B
0
oscillation frequency Δmd is measured by the LHCb experiment using a dataset corresponding
to an integrated luminosity of 1.0 fb−1
of proton–proton collisions at √
s = 7 TeV, and is found to be
Δmd
=0.5156±0.0051 (stat.)±0.0033 (syst.) ps−1
. The measurement is based on results from analyses
of the decays B
0
→ D
−π
+ (D
−
→ K
+π
−π
−) and B
0
→ J/ψK
∗0
(J/ψ →μ
+μ
−,K
∗0
→ K
+π
−) and
their charge conjugated modes
- …
