1,528 research outputs found
Three-phase traffic theory and two-phase models with a fundamental diagram in the light of empirical stylized facts
Despite the availability of large empirical data sets and the long history of
traffic modeling, the theory of traffic congestion on freeways is still highly
controversial. In this contribution, we compare Kerner's three-phase traffic
theory with the phase diagram approach for traffic models with a fundamental
diagram. We discuss the inconsistent use of the term "traffic phase" and show
that patterns demanded by three-phase traffic theory can be reproduced with
simple two-phase models, if the model parameters are suitably specified and
factors characteristic for real traffic flows are considered, such as effects
of noise or heterogeneity or the actual freeway design (e.g. combinations of
off- and on-ramps). Conversely, we demonstrate that models created to reproduce
three-phase traffic theory create similar spatiotemporal traffic states and
associated phase diagrams, no matter whether the parameters imply a fundamental
diagram in equilibrium or non-unique flow- density relationships. In
conclusion, there are different ways of reproducing the empirical stylized
facts of spatiotemporal congestion patterns summarized in this contribution,
and it appears possible to overcome the controversy by a more precise
definition of the scientific terms and a more careful comparison of models and
data, considering effects of the measurement process and the right level of
detail in the traffic model used.Comment: 18 pages in the published article, 13 figures, 2 table
Freeway lane-changing: some empirical findings
Lane changing activity is thought to play an important role in the capacity degradation of congested freeways. However, proofs of this negative impact are scarce due to the difficulties in obtaining suitable data. In this paper, the lane changing activity in the B-23 freeway accessing the city of Barcelona is analyzed. Lane changes (LC) were video recorded in six different stretches from where loop detector measurements were also available. The obtained database allowed finding a consistent relationship between LC activity and congestion. LC peaks in all analyzed sections when they become congested. This is particularly intense at the traffic breakdown, between congested and free flowing conditions. As an example, it is observed that LC activity peaks just downstream of a fixed bottleneck where free-flowing conditions are recovered. In addition, data show that the larger the lane changing rates, the smaller the maximum observable flows, supporting the hypothesis that LC is a key contributor to a capacity drop. In spite of all these findings, this research highlights the difficulty in obtaining a suitable database to definitively answer most of the research questions regarding freeway lane-changing. The spatial coverage of measurements is one of the major drawbacks. To this end, a careful planning of the data collection is necessary in order to obtain meaningful conclusions.Postprint (published version
Theoretical vs. Empirical Classification and Prediction of Congested Traffic States
Starting from the instability diagram of a traffic flow model, we derive
conditions for the occurrence of congested traffic states, their appearance,
their spreading in space and time, and the related increase in travel times. We
discuss the terminology of traffic phases and give empirical evidence for the
existence of a phase diagram of traffic states. In contrast to previously
presented phase diagrams, it is shown that "widening synchronized patterns" are
possible, if the maximum flow is located inside of a metastable density regime.
Moreover, for various kinds of traffic models with different instability
diagrams it is discussed, how the related phase diagrams are expected to
approximately look like. Apart from this, it is pointed out that combinations
of on- and off-ramps create different patterns than a single, isolated on-ramp.Comment: See http://www.helbing.org for related wor
Effects of low speed limits on freeway traffic flow
Recent years have seen a renewed interest in Variable Speed Limit (VSL) strategies. New opportunities for VSL as a freeway metering mechanism or a homogenization scheme to reduce speed differences and lane changing maneuvers are being explored. This paper examines both the macroscopic and microscopic effects of different speed limits on a traffic stream, especially when adopting low speed limits. To that end, data from a VSL experiment carried out on a freeway in Spain are used. Data include vehicle counts, speeds and occupancy per lane, as well as lane changing rates for three days, each with a different fixed speed limit (80 km/h, 60 km/h, and 40km/h). Results reveal some of the mechanisms through which VSL affects traffic performance, specifically the flow and speed distribution across lanes, as well as the ensuing lane changing maneuvers. It is confirmed that the lower the speed limit, the higher the occupancy to achieve a given flow. This result has been observed even for relatively high flows and low speed limits. For instance, a stable flow of 1942 veh/h/lane has been measured with the 40 km/h speed limit in force. The corresponding occupancy was 33%, doubling the typical occupancy for this flow in the absence of speed limits. This means that VSL strategies aiming to restrict the mainline flow on a freeway by using low speed limits will need to be applied carefully, avoiding conditions as the ones presented here, where speed limits have a reduced ability to limit flows. On the other hand, VSL strategies trying to get the most from the increased vehicle storage capacity of freeways under low speed limits might be rather promising. Additionally, results show that lower speed limits increase the speed differences across lanes for moderate demands. This, in turn, also increases the lane changing rate. This means that VSL strategies aiming to homogenize traffic and reduce lane changing activity might not be successful when adopting such low speed limits. In contrast, lower speed limits widen the range of flows under uniform lane flow distributions, so that, even for moderate to low demands, the under-utilization of any lane is avoided. These findings are useful for the development of better traffic models that are able to emulate these effects. Moreover, they are crucial for the implementation and assessment of VSL strategies and other traffic control algorithms.Peer ReviewedPostprint (published version
Dissipation of stop-and-go waves via control of autonomous vehicles: Field experiments
Traffic waves are phenomena that emerge when the vehicular density exceeds a
critical threshold. Considering the presence of increasingly automated vehicles
in the traffic stream, a number of research activities have focused on the
influence of automated vehicles on the bulk traffic flow. In the present
article, we demonstrate experimentally that intelligent control of an
autonomous vehicle is able to dampen stop-and-go waves that can arise even in
the absence of geometric or lane changing triggers. Precisely, our experiments
on a circular track with more than 20 vehicles show that traffic waves emerge
consistently, and that they can be dampened by controlling the velocity of a
single vehicle in the flow. We compare metrics for velocity, braking events,
and fuel economy across experiments. These experimental findings suggest a
paradigm shift in traffic management: flow control will be possible via a few
mobile actuators (less than 5%) long before a majority of vehicles have
autonomous capabilities
- …