Long-lived states in synchronized traffic flow. Empirical prompt and dynamical trap model

The present paper proposes a novel interpretation of the widely scattered states (called synchronized traffic) stimulated by Kerner's hypotheses about the existence of a multitude of metastable states in the fundamental diagram. Using single vehicle data collected at the German highway A1, temporal velocity patterns have been analyzed to show a collection of certain fragments with approximately constant velocities and sharp jumps between them. The particular velocity values in these fragments vary in a wide range. In contrast, the flow rate is more or less constant because its fluctuations are mainly due to the discreteness of traffic flow. Subsequently, we develop a model for synchronized traffic that can explain these characteristics. Following previous work (I.A.Lubashevsky, R.Mahnke, Phys. Rev. E v. 62, p. 6082, 2000) the vehicle flow is specified by car density, mean velocity, and additional order parameters $h$ and $a$ that are due to the many-particle effects of the vehicle interaction. The parameter $h$ describes the multilane correlations in the vehicle motion. Together with the car density it determines directly the mean velocity. The parameter $a$, in contrast, controls the evolution of $h$ only. The model assumes that $a$ fluctuates randomly around the value corresponding to the car configuration optimal for lane changing. When it deviates from this value the lane change is depressed for all cars forming a local cluster. Since exactly the overtaking manoeuvres of these cars cause the order parameter $a$ to vary, the evolution of the car arrangement becomes frozen for a certain time. In other words, the evolution equations form certain dynamical traps responsible for the long-time correlations in the synchronized mode.Comment: 16 pages, 10 figures, RevTeX

Interpreting the Wide Scattering of Synchronized Traffic Data by Time Gap Statistics

Based on the statistical evaluation of experimental single-vehicle data, we propose a quantitative interpretation of the erratic scattering of flow-density data in synchronized traffic flows. A correlation analysis suggests that the dynamical flow-density data are well compatible with the so-called jam line characterizing fully developed traffic jams, if one takes into account the variation of their propagation speed due to the large variation of the netto time gaps (the inhomogeneity of traffic flow). The form of the time gap distribution depends not only on the density, but also on the measurement cross section: The most probable netto time gap in congested traffic flow upstream of a bottleneck is significantly increased compared to uncongested freeway sections. Moreover, we identify different power-law scaling laws for the relative variance of netto time gaps as a function of the sampling size. While the exponent is -1 in free traffic corresponding to statistically independent time gaps, the exponent is about -2/3 in congested traffic flow because of correlations between queued vehicles.Comment: For related publications see http://www.helbing.or

Criterion for traffic phases in single vehicle data and empirical test of a microscopic three-phase traffic theory

A microscopic criterion for distinguishing synchronized flow and wide moving jam phases in single vehicle data measured at a single freeway location is presented. Empirical local congested traffic states in single vehicle data measured on different days are classified into synchronized flow states and states consisting of synchronized flow and wide moving jam(s). Then empirical microscopic characteristics for these different local congested traffic states are studied. Using these characteristics and empirical spatiotemporal macroscopic traffic phenomena, an empirical test of a microscopic three-phase traffic flow theory is performed. Simulations show that the microscopic criterion and macroscopic spatiotemporal objective criteria lead to the same identification of the synchronized flow and wide moving jam phases in congested traffic. It is found that microscopic three-phase traffic models can explain both microscopic and macroscopic empirical congested pattern features. It is obtained that microscopic distributions for vehicle speed difference as well as fundamental diagrams and speed correlation functions can depend on the spatial co-ordinate considerably. It turns out that microscopic optimal velocity (OV) functions and time headway distributions are not necessarily qualitatively different, even if local congested traffic states are qualitatively different. The reason for this is that important spatiotemporal features of congested traffic patterns are it lost in these as well as in many other macroscopic and microscopic traffic characteristics, which are widely used as the empirical basis for a test of traffic flow models, specifically, cellular automata traffic flow models.Comment: 27 pages, 16 figure

Status of the GERDA experiment

The study of neutrinoless double beta (0nbb) decay is the only one presently known approach to the fundamental question if the neutrino is a Majorana particle, i.e. its own anti-particle. The observation of 0nbb decay would prove that lepton number is not conserved, establish that neutrino has a Majorana component and, assuming that light neutrino is the dominating process, provide a method for the determination of its effective mass. GERDA is a new 0nbb decay experiment which is currently taking data at the Laboratori Nazionali del Gran Sasso (LNGS) of INFN in Italy. It implements a new shielding concept by operating bare diodes made from Ge with enriched 76Ge in high purity liquid argon supplemented by a water shield. The aim of GERDA is to verify or refute the recent claim of discovery, and, in a second phase, to achieve a two orders of magnitude lower background index than past experiments, to increase the sensitive mass and to collect an exposure of 100 kg yr. The paper will discuss design, physics reach, and status of data taking of GERDA.JRC.D.4-Standards for Nuclear Safety, Security and Safeguard

Traffic and Related Self-Driven Many-Particle Systems

Since the subject of traffic dynamics has captured the interest of physicists, many astonishing effects have been revealed and explained. Some of the questions now understood are the following: Why are vehicles sometimes stopped by so-called ``phantom traffic jams'', although they all like to drive fast? What are the mechanisms behind stop-and-go traffic? Why are there several different kinds of congestion, and how are they related? Why do most traffic jams occur considerably before the road capacity is reached? Can a temporary reduction of the traffic volume cause a lasting traffic jam? Under which conditions can speed limits speed up traffic? Why do pedestrians moving in opposite directions normally organize in lanes, while similar systems are ``freezing by heating''? Why do self-organizing systems tend to reach an optimal state? Why do panicking pedestrians produce dangerous deadlocks? All these questions have been answered by applying and extending methods from statistical physics and non-linear dynamics to self-driven many-particle systems. This review article on traffic introduces (i) empirically data, facts, and observations, (ii) the main approaches to pedestrian, highway, and city traffic, (iii) microscopic (particle-based), mesoscopic (gas-kinetic), and macroscopic (fluid-dynamic) models. Attention is also paid to the formulation of a micro-macro link, to aspects of universality, and to other unifying concepts like a general modelling framework for self-driven many-particle systems, including spin systems. Subjects such as the optimization of traffic flows and relations to biological or socio-economic systems such as bacterial colonies, flocks of birds, panics, and stock market dynamics are discussed as well.Comment: A shortened version of this article will appear in Reviews of Modern Physics, an extended one as a book. The 63 figures were omitted because of storage capacity. For related work see http://www.helbing.org

Bounded rational driver models

This paper introduces a car following model where the driving scheme takes into account the deficiencies of human decision making in a general way. Additionally, it improves certain shortcomings of most of the models currently in use: it is stochastic but has a continuous acceleration. This is achieved at the cost of formulating the model in terms of the time derivative of the acceleration, making it non-Newtonian. However, the recipe for construction of bounded rational driver models proposed in this paper seems to be very general and can be applied to most, if not all of the traditional car-following models

Noised-induced phase transition in an oscillatory system with dynamical traps

A new type of noised induced phase transitions is proposed. It occurs in noisy systems with dynamical traps. Dynamical traps are regions in the phase space where the regular “forces” are depressed substantially. By way of an example, a simple oscillatory system $\{x,v=\dot{x}\}$ with additive white noise is considered and its dynamics is analyzed numerically. The dynamical trap region is assumed to be located near the x-axis where the “velocity” v of the system becomes sufficiently low. The meaning of this assumption is discussed. The observed phase transition is caused by the asymmetry in the residence time distribution in the vicinity of zero value “velocity”. This asymmetry is due to a cooperative effect of the random Langevin “force” in the trap region and the regular “force” not changing the direction of action when crossing the trap region. Copyright Springer-Verlag Berlin/Heidelberg 2003

Probing Majorana neutrinos with double-beta decay

A discovery that neutrinos are Majorana fermions would have profound implications for particle physics and cosmology. The Majorana character of neutrinos would make possible the neutrinoless double-beta (0nbetabeta) decay, a matter-creating process without the balancing emission of antimatter. The GERDA Collaboration searches for the 0nbetabeta decay of 76Ge by operating bare germanium detectors in an active liquid argon shield. With a total exposure of 82.4 kg⋅year, we observe no signal and derive a lower half-life limit of T1/2 > 0.9 × 1026 years (90% C.L.). Our T1/2 sensitivity, assuming no signal, is 1.1 × 1026 years. Combining the latter with those from other 0nbetabeta decay searches yields a sensitivity to the effective Majorana neutrino mass of 0.07 to 0.16 electron volts.JRC.G.2-Standards for Nuclear Safety, Security and Safeguard