Medium and heavy-duty battery electric trucks (BETs) may play a key role in mitigating greenhouse gas (GHG) emissions from road freight transport. However, technological challenges such as limited range and cargo carrying capacity as well as the required charging time need to be efficiently addressed before the large-scale adoption of BETs. In this study, we apply a geospatial data analysis approach by using a battery electric vehicle potential (BEVPO) model with the datasets of road freight transport surveys for analyzing the potential of large-scale BET adoption in Finland and Switzerland for trucks with gross vehicle weight (GVW) of over 3.5 t. Our results show that trucks with payload capacities up to 30 t have the most potential for electrification by relying on the currently available battery and plug-in charging technology, with 93% (55% tkm) and 89% (84% tkm) trip coverage in Finland and Switzerland, respectively. Electric road systems (ERSs) would be essential for covering 51% trips (41% tkm) of heavy-duty trucks heavier than 30 t in Finland. Furthermore, range-extender technology could improve the trip electrification potential by 3–10 percentage points (4–12 percentage points of tkm).

The presence of taxi stops within the area of signalized intersections at the outlet legs due to unnatural behaviour of the taxis, sudden change of lanes, parking manoeuvres activities and stopping the vehicle to discharge or pick up the passengers have led to reduction of saturation flow rate at the outlet leg of signalized intersections and increased delay as well as affecting the performance of a crossing lane. So far, in term of evaluating effective adjustment factors on saturation flow rate at the inlet legs of the signalized intersections, various studies have been carried out, however; there has not been any studies on effective adjustment factors on saturation flow rate at the inlet legs. Hence, the evaluating of the traffic effects of unique behaviours on the saturation flow rate of the outlet leg is very important. In this research the parking manoeuvre time and taxi blockage time were evaluated and analyzed based on the available lane width as well as determining the effective adjustment factors on the saturation flow rate using recording related data at four signalized intersections in Rasht city. The results show that the average parking manoeuvre time is a function of the lane width and is increased as the lane width is reduced. Also, it is suggested to use the values of 7.37 and 11.31 seconds, respectively for the average parking manoeuvre time and the average blockage time of taxies at the outlet legs of signalized intersections for the traffic designing in Rasht city.

Estimation of delay in signalized intersection is a difficult and complicated process that depends on many variables. Among the factors influencing the intersection delay, variable of saturation degree (Xc) is one of the most important variables. In the present study, a new analytical method has been proposed for calculating delay variation at isolated intersections in under-saturated condition and under the influence of different number of vehicles entering to the intersections. Generally, the average delay for average number of vehicles entering intersection is currently calculated by the point to point method; then, the level of service of intersection is specified from the resulting delay. In the meantime, the influence of different number of vehicles entering to the intersections cannot be seen in such methods. But for the presented method in this paper the delay is expressed as a range of values for different values of saturation degree and different numbers of vehicles entering the intersections that it leads to achieve more real results from intersection's level of service.

Nowadays, urban roundabouts are one of the most popular types of intersections that have grown highly all over the world. Thus, the accurate and engineering design of these types of intersections has a significant effect on improving their traffic performance. The capacity is one of the important traffic parameters in different intersections, which represents the maximum volume of vehicles entering the roundabouts. There are two general methods for determining the capacity of intersections including the use of analytical models such as gap acceptance model and the use of empirical methods (regression model). In the present paper, using the collected data such as entry and circulating volume, both accepted and rejected gaps were studied for three urban roundabouts and the capacity model have been determined by the use of analytical method. After implementation of the data, they became consistent and homogeneous in four different groups and the most optimized range of critical gaps as well as the follow up time were separately determined for each of these groups by using conventional methods such as Sigloch, Raff, Wu, and Harder and according to statistical analyses with a confidence level of 95%. From the obtained results, a range of 3.03 – 3.32 s for critical gap of the studied roundabouts and the range of 1.3 – 1.7 s for follow up time could be mentioned. It was used from the theory of gap acceptance in order to determine urban roundabouts capacity model, in which these gaps have a random nature and follow negative exponential distribution and by conducting this analysis (also has been used by Sigloch), some relations were obtained for determining the capacity of the roundabouts according to the impact of circulating volume and drivers' behaviour. The results indicate that the maximum capacity of the roundabouts in the microscopic models is equal to 2400 veh/h, when the circulating flow rate is reached zero. Moreover, according to the obtained capacity model, the circulating flow never falls down to zero in the case that it reaches its peak value.