Objectives, stimulus and feedback in signal control of road traffic

This article identifies the prospective role of a range of intelligent transport systems technologies for the signal control of road traffic. We discuss signal control within the context of traffic management and control in urban road networks and then present a control-theoretic formulation for it that distinguishes the various roles of detector data, objectives of optimization, and control feedback. By reference to this, we discuss the importance of different kinds of variability in traffic flows and review the state of knowledge in respect of control in the presence of different combinations of them. In light of this formulation and review, we identify a range of important possibilities for contributions to traffic management and control through traffic measurement and detection technology, and contemporary flexible optimization techniques that use various kinds of automated learning

Pedestrian route choice: an empirical study

There has been relatively little work done on route choice for pedestrians. The present paper addresses this issue by using a sample survey of daily walks in a UK urban area. The walks undertaken are reconstructed using a geographical information system and compared with the shortest available route. It was found that about 75 per cent of walkers in the sample chose the shortest available route. Two strategies were used to synthesise sets from which pedestrians could have chosen their routes. These choice sets can then be used in discrete choice modelling to study route choice and to determine which factors are important to pedestrians in this. At the time of writing, it is proposed to proceed with this modelling. The structure of the paper is as follows. Section 2 describes the various sources of data used in this work, section 3 discusses the choice set generation strategies that were developed, section 4 briefly compares the walks with the corresponding shortest routes, while section 5 presents the conclusions that were drawn from this

Network models of route choice

Network models are used in transport studies to explore the effects of individual travellers’ route choice. These model the likely consequences of changes in the demand for travel, facilities provided, and ways in which demand is assigned. This enables planners to anticipate the response of travellers to changes and developments when investigating their effects on network performance. The outputs calculated from these models include estimates of various costs and flows

A continuous network design model in stochastic user equilibrium based on sensitivity analysis

The continuous network design problem (CNDP) is known to be difficult to solve due to the intrinsic properties of non-convexity and nonlinearity. Such kinds of CNDP can be formulated as a bi-level programme, in which the upper level represents the designer's decisions and the lower level the travellers' responses. Formulations of this kind can be classified as either Stackelberg approaches or Nash ones according to the relationship between the upper level and the lower level parts. This paper formulates the CNDP for road expansion based on Stackelberg game where leader and follower exist, and allows for variety of travellers' behaviour in choosing their routes. In order to solve the problem by the Stackelberg approach, we need a relation between link flows and design parameters. For this purpose, we use a logit route choice model, which provides this in an explicit closed-form function. This model is applied to two example road networks to test and briefly compare the results between the Stackelberg and Nash approaches to explore the differences between them

Control concepts for facilitating motorway on-ramp merging using intelligent vehicles

Congestion at motorway junctions is a traffic phenomenon that degrades operation of infrastructure and can lead to breakdown of traffic flow and associated reduction in capacity. Advanced communication technologies open new possibilities to prevent or at least delay this phenomenon, and innovative active traffic management systems have been developed in the recent years for better control of motorway traffic. This paper presents a review of control strategies for facilitating motorway on-ramp merging using intelligent vehicles. First, the concepts of the control algorithms are reviewed chronologically divided into three types of intelligent vehicle: completely automated, equipped with cooperative adaptive cruise control and equipped with on-board display. Then, a common structure is identified, and the algorithms are presented based on their characteristics in order to identify similarities, dissimilarities, trends and possible future research directions. Finally, using a similar approach, a review of the methods used to evaluate these control strategies identifies important aspects that should be considered by further research on this topic

Stability analysis on a dynamical model of route choice in a connected vehicle environment

Research on connected vehicle environment has been growing rapidly to investigate the effects of real-time exchange of kinetic information between vehicles and road condition information from the infrastructure through radio communication technologies. A fully connected vehicle environment can substantially reduce the latency in response caused by human perception-reaction time with the prospect of improving both safety and comfort. This study presents a dynamical model of route choice under a connected vehicle environment. We analyze the stability of headways by perturbing various factors in the microscopic traffic flow model and traffic flow dynamics in the car-following model and dynamical model of route choice. The advantage of this approach is that it complements the macroscopic traffic assignment model of route choice with microscopic elements that represent the important features of connected vehicles. The gaps between cars can be decreased and stabilized even in the presence of perturbations caused by incidents. The reduction in gaps will be helpful to optimize the traffic flow dynamics more easily with safe and stable conditions. The results show that the dynamics under the connected vehicle environment have equilibria. The approach presented in this study will be helpful to identify the important properties of a connected vehicle environment and to evaluate its benefits

Estimating probability distributions of dynamic queues

Queues are often associated with uncertainty or unreliability, which can arise from chance or climatic events, phase changes in system behaviour, or inherent randomness. Knowing the probability distribution of the number of customers in a queue is important for estimating the risk of stress or disruption to routine services and upstream blocking, potentially leading to exceeding critical limits, gridlock or incidents. The present paper focuses on time-varying queues produced by transient oversaturation during demand peaks where there is randomness in arrivals and service. The objective is to present practical methods for estimating a probability distribution from knowledge of the mean, variance and utilisation (degree of saturation) of a queue available from computationally efficient, if approximate, time-dependent calculation. This is made possible by a novel expression for time-dependent queue variance. The queue processes considered are those commonly used to represent isolated priority (M/M/1) and signal-like (M/D/1) systems, plus some statistical variations within the common Pollaczek-Khinchin framework. Results are verified by comparison with Markov simulation based on recurrence relations

The effect of green time on stochastic queues at traffic signals

Many analyses of traffic signal queues use Webster and Cobbe's formula, which combines the net effect of the red/green cycle with a term representing stochastic effects, idealised as an M/D/1 queue process having random arrivals and uniform service. Several authors have noted that this component should depend not only on demand intensity but also on throughput capacity in each green period, although an extra empirical term may partially allow for this. Extending the service interval in M/D/1 (M = Markovian, i.e. random, D = deterministic, i.e. uniform, 1 = one server) enables the effect to be reproduced, but no exact expressions for its moments are found. Approximate formulae for the extended mean exist but are accurate only near saturation. The paper derives novel approximations for the equilibrium mean and also variance and utilisation, using functions linking traffic intensity with green period capacity. With three moments, equilibrium probability distributions can be estimated for which a method based on a doubly nested geometric distribution is described

Dynamic spatial weight matrix and localised STARIMA for network modelling

Various statistical model specifications for describing spatiotemporal processes have been proposed over the years, including the space–time autoregressive integrated moving average (STARIMA) and its various extensions. These model specifications assume that the correlation in data can be adequately described by parameters that are globally fixed spatially and/or temporally. They are inadequate for cases in which the correlations among data are dynamic and heterogeneous, such as network data. The aim of this article is to describe autocorrelation in network data with a dynamic spatial weight matrix and a localized STARIMA model that captures the autocorrelation locally (heterogeneity) and dynamically (nonstationarity). The specification is tested with traffic data collected for central London. The result shows that the performance of estimation and prediction is improved compared with standard STARIMA models that are widely used for space–time modeling. En los últimos años, se han propuesto diversas especificaciones de modelado estadístico para describir procesos espacio-temporales. Esto incluye el modelo espacio-temporal autorregresivo integrado de media móvil (STARIMA) y sus varios derivados. Estas especificaciones de modelo asumen que la correlación de los datos puede ser adecuadamente descrita por parámetros que se fijan a nivel global en el espacio y/o tiempo. Dichos parámetros son inadecuados para los casos en los que las correlaciones entre los datos son dinámicas y heterogéneas, como en el contexto de los datos de la red. El objetivo de este artículo es describir la autocorrelación en los datos de red con una matriz de ponderación espacial dinámica y un modelo STARIMA localizado (LSTARIMA) que captura la autocorrelación local (heterogeneidad) de forma dinámica (no estacionariedad). La especificación del modelo es evaluada con datos de tráfico recolectados en el centro de Londres. Los resultados demuestran que los rendimientos de estimación y predicción mejoran con el método propuesto en comparación con los modelos STARIMA estándar que son ampliamente utilizados para el modelado de espacio-temporal