2013/03/01

Traffic Flow Theory

The electric traffic signal
was patented in 1923 by
Garrett Morgan

Traffic flow theory (1)

Gap = TTC

Vehicle 2 Vehicle 1

Headway

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Traffic flow theory (2)

Headway and distance

Distance 1 2 3 4
Slope
Vehicle trajectory

h1 h2 h3 h4

D3-4

0 Time

Traffic flow theory (3)

Average speed

30 Km/h 40 Km/h 45 Km/h 45 Km/h

300 m
X Y

What is the average speed?

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Traffic flow theory (4)

Average speed

Time mean speed:

(30+40+45+45)/4 = 40 Km/h

Space mean speed:

n
n/Σ(1/ui) = 4/((1/30)+(1/40)+(1/45)+(1/45)) = 38.9
i=1

KM

Traffic flow theory (5)

Speed Flow diagram

Vehicle 2 Vehicle 1

DENSITY: K = 1000/s = vehicle/km

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Traffic flow theory (6)

Speed Flow diagram

DENSITY: K = 1000/s = vehicle/km

SPEED: Us (space mean speed)

VOLUME: Q = Us * K

Traffic flow theory (7)

Speed Flow diagram
Qm

Qm = optimal flow
0
Um = optimal speed
Km Kj
Uf = Average free
flow speed
Uf Uf Km = optimal density
Kj = jam density
Uncongested
flow
Um Um
Congested
flow

0 Km Kj 0 Qm

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Traffic flow theory (8)

Speed Flow diagram

Traffic flow theory (9)

Level of Service
Slope of this line gives the
Mean free speed

S A B C D
P
E E
E
D F

FLOW

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Traffic flow theory (10)

Shockwaves
Volume

C1
Slope gives velocity
Q1 of shockwave Q1

Q2 C2
Original
flow density

Flow density
due to bottleneck

K 0b K 0a Density

Traffic flow theory (11)

Shockwaves
Space

Slow
Moving
Traffic

Recovery
Shockwave
Shockwave

Fast
Moving
Traffic
Time

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Traffic flow theory (12)

Conflict points

Traffic flow theory (13)

Conflict points

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Traffic flow theory (14)

Conflict points

Traffic flow theory (15)

Conflict points

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Traffic flow theory (16)

Adjustments of flows

Kind of traffic lights

• Non traffic dependent lights
• Traffic dependent lights
– forward dependent
– feedback dependent
– forward and feedback dependent
Traffic lights
Measurement Measurement

Input Output

Traffic flow theory (17)

Adjustments of flows

Detectors and loops

Loop A B

Detector 1
= 0
computer

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Traffic flow theory (18)

Adjustments of flows

Detectors and loops

Loop A B

Detector 1
= 0
computer

Traffic signals (1)

2 5
3
8

4
7

1 6

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Traffic signals (2)

• Two-phase cycle

• Three-phase cycle

• Four-phase cycle

Traffic signals (3)

Start time for stage 1

• Cycle 3 stage time

13%
1 45
2 25
3 10
• Stages total cycle 80

2 1
[or Split] 31% 56%

Stage 1:
• Offset interval times
40 3 2

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Traffic signals (4)

• local control
– VA [Vehicle Actuation] Control

Inductive loops

– Coordinated Control
15 seconds journey time
Offset =15 sec Offset =0 sec

Traffic signals (5)

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Traffic signals (6)

Traffic signals (7)

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Traffic signals (8)

Traffic signals (9)

traffic flow detected
by loops computer traffic lights
transmits are
instructions to controlled
the street by the
side controllers controllers

Control Reply
bits bits
traffic data transmitted to
central computer
the central computer, via central computer monitors the
the controller, by Telkom or determines operation of the
private data lines optimum timings to traffic lights
minimize traffic
delay

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Traffic signals (10)

• Area Traffic Control

– Remote monitoring System [RMS]
– UTC fixed time Control (in CT: about 600)
– Responsive Control (in CT: 300)
– Adaptive Control (in CT: 377)
• SCOOT control (since 1995)
– Split, Cycle & Offset Optimization Technique

Traffic signals (11)

Do we (still) need green?

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Traffic signals (12)

10 samples per sec

Degree of occupation
1 sec 1 sec

Traffic signals (13)

Because of the fluctuation of the degree of

occupation we ‘drain’ the measurements

On = * Oa + (1- ) * On-1

On = new occupation

On-1 = former occupation

Oa = actual (measured) occupation

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Traffic signals (14)

The cycle

Red Green Yellow Red

Rb Rr Gbf Gf Gw Ge Ga Y Rb Ra Phase

Etc.
SRr SG SGf EGf
ERb ERr EGbf SGw Event
ER

Traffic signals (15)

Phases
• Rb = Red before a request
• Rr = Red after request
• Gbf = Green before fixed green (often 0 seconds)
• Gf = fixed green
• Gw = waiting green (Platoon not on the loop yet)
• Ge = extend green (platoon on/past loop)
• Ga = accompany green

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Traffic signals (16)

Important Background knowledge

• Maximum Ge (Ge has a large influence on
the quality of the system for crossing traffic;
Ge differs per intersection)
• Guaranteed green time (differs per
intersection)
• All red time (3 seconds)
• Pedestrians (1.8 meter per second)
• Special treatment for public transport

Person Car Units (equivalent)

Car

Bus

MBT

0 1 1.6 2 3 3.2 4 PCU

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Conclusions (1)
• Inappropriate use, poorly designed
– Increase overall delay, with significant increase in
main road delay
– Increase risk of collisions
• Appropriate use, well designed
– Significantly reduce side road delay
– Little impact on main road delay
– Improve safety, reduce severity of collisions and
sometime the number
– Manage supply of capacity
– environmental benefits (7%)

Conclusions (2)
Installation costs

• Installation – R150 000 to R250 000

• Operation – R10 000 per annum
• Conventional roundabout – R500 000 plus
• Maintenance and management issues

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Conclusions (3)

– Overriding aim is to improve capability, safety,

reliability of transport. New focus is on public
transport
– Involves maximising the use and capability of
the existing infrastructure
– This includes:
• Network monitoring
• Proactive network control
• User information
• Focus on safety

Conclusions (4)

• Improved efficiency
– More traffic capacity
– Less traffic delay
– Safer travel
– Lower cost of travel
• Improved effectiveness
– Move more people and goods
– Less safety risks
– Influence travel demand & patterns
– Influence modal choice

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Conclusions (5)

• The management of supply is an increasingly vital

role for transport authorities
• Traffic signals play an important role in daily
operations on a typical road network
• UTM&C is more than just traffic signals
• UTM&C is a means of providing a better service to
road users with the aim of maximising person
throughput on the available infrastructure
• Road authorities are leaning towards actively
managing the road network

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