9 XII December 2021

https://doi.org/10.22214/ijraset.2021.39081
 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.429
Volume 9 Issue XII Dec 2021- Available at www.ijraset.com

Queuing Theory in Traffic Management System

Divya. P1, S. Rekha2
1
M.SC Mathematics Department of Mathematics, Dr SNS Rajalakshmi College of Arts andScience. Coimbatore, Tamilnadu, India
2
Assistant Professor, Department of Mathematics, Dr SNS Rajalakshmi College of Arts andScience, Coimbatore, Tamilnadu , India.

Abstract: In cities where the number of vehicles has consistently expanded faster than the transportation infrastructure available
to serve them. More on queuing theory and its crucial application has been discussed in the current study. In Thudiyalur,
Gandhipuram, and Periyanaickenpalayam, all in Coimbatore, this research examines the usefulness of queuing theory in the
field of traffic management. The concept of traffic intensity isapplied to a set of areas in queuing theory in this study.
Keywords: Traffic intensity, Queuing theory, Single server Poisson model

I. INTRODUCTION
Operations research (OR) is a discipline that focuses on the use of advanced analytical tools to aid in decision- making.
Furthermore, operational analysis is an integral aspect of capabilities creation, management, and assurance in the British (and some
British Commonwealth) military. Operational analysis is a component of the Combined Operational Effectiveness and Investment
Appraisals, which aid in the procurement of British defence capability. The mathematical study of waiting lines, or queues, is
known as queuing theory. The study of queues deals with measuring the phenomenon of waiting lines using representative measures
of performances, such as average queue length , average waiting time in queue and average facility utilization. A queuing model is
constructed so that queue lengths and waiting time can be predicted. Queuing theory is generally considered a branch of operations
research because the results are often used when making business decisions about the resources needed to provide a service. This
methodology is applicable in the field of Business, Industries, Government, Transportation, Restaurants, and Library etc. Queues
arise when the short term demand for service exceeds the capacity. The Mathematical analysis of queues and waiting times in
stochastic systems is called Modeling theory or Queuing theory.

II. MATERIALS AND METHODSTRAFFIC INTENSITY

The average occupancy of a server or resource for a particular period of time, usually a busy hour, is referred to as traffic intensity.
It is defined as the ratio of the time a facility is cumulatively occupied to the time it is available for occupancy and is measured in
traffic units
Some applications of traffic management systems are:
1) Automated Traffic Management System (ATMS): Manage the flow of road traffic using a variety oftechnologies.
2) E-tolls: Electronic toll booths deduct toll payments without stopping.
3) Electronic Road Pricing (ERP): Requires drivers to pay different tolls at different times.
4) Traveller Information System: provides online, real- time information on road condition.
5) Route Guidance System: Helps a driver navigate the best routes to a given location.

III. STRUCTURES AND CLASSIFIACTION OF QUEUING THEORY:

Input
source
Queuing systems

Service
Queue rs
Customers mechanism
Served
Custome

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.429
Volume 9 Issue XII Dec 2021- Available at www.ijraset.com

A. Characteristics of Queuing System

In designing a good queuing system, it is necessary to have a good information about the model. The characteristic listed below
would provide sufficient information,
 Arrival pattern
 Server pattern
 Number of servers
 Queuing discipline

1) Arrival Pattern: This is the manner in which arrivals occur, indicted by the inter-arrival time between any two consecutive
arrivals. For our stochastic modelling framework, the inter-arrival time may vary and may bedescribed by a specific probability
distribution that best describes the arrival pattern observed.
 Mean Arrival rate (λ): The mean arrival rate in a waiting line situation is defined as the expected number of arrivals occurring in
a length unity. We define λ to be the arrival rate, which will have units of arrivals per hour

2) Service Pattern: This is the manner in which the service is rendered and is specified by the time taken to complete a service.
Similar to the arrival pattern, distribution of the service time must be specified under stochastic modelling considerations.
 Mean service Rate (µ): The mean service rate is defined as the expected number of services completed in a time interval of
length unity. We define µ to be the service rate is the expected number of customers that can be served by one of the servers per
unit time

3) Number of Servers: The number of servers that are being utilize should be specified and in the manner. They work as a parallel
servers or a series server has to be specified

4) Queuing Discipline
The most common queue disciplines are:
 First in first out(FIFO)
 First in last out (FILO)
 Served in random order(SIRO)
 Priority scheduling
 Processor sharing

B. The Single Server Poisson Queue Model(M/M.I) : (FIFO/∞)

The M/M/I is a Markovian model, where a solitary server is taken into concern. The model is the most rudimentary of queuing
models. In this model we assume that appearance follows a Poisson distribution and administration times have an exponential
distribution.
In this model we assume the appearance rate λ and administrative rate µ. Discipline followed here is first in first out that is there is
no need arrangement for an appearance on help. There is no limit to the number of users the services provided works at their full
capacity and the services rate is independent of the line length. The M/M/I model is viewed as steady just if λ > µ. On theoff chance
that on an average arrival happens quicker than services completion the queue will develop uncertainity long and the framework
won’t have a stationary distribution

IV. FORMULAS
A. Traffic Intensity
The average number of customers being served is the ratio of arrival and service rate(i.e.) p =

For a stable system the service rate µ should always exceed the arrival rate λ and thus ρ should always beless than one. Therefore, it
is also known as utilization factor of the server.

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.429
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B. Average Number of Customer in the System

The average number of customer in the system is equal to the average number of customer in the queue together with those being
serviced.
LS =
−
C. Average Number of Customer in Queue
It can be viewed as average queue length that is, the average number of customers who are waiting inthe queue. It is defined as
2
L = q
( − )
D. Average Time Spent in the System
The average time spent in the system is equal to the total time that a customer spends in a system i.e. waiting time plus the service
time. It is given by
WS =
−
E. Average Waiting Time in Queue
The average waiting time in queue is the average time a customer waits in queue forgetting service. It isexpressed as

Wq =
( − )

V. RESULT AND DISCUSSION

A. Tabulation
By using the different parameters stated in this paper on the basis of queuing theory werepresent the traffic flow of traffic in the
cities of Thudiyalur , Gandhipuram , and periyanickenpalayam .

TABLE -1
Location Timing Arrival Service Arrial Servie Traffic
rate rate Intensiy
Vehicle Min Vehicle Min
Thudiyal ur Morning 36 1.20 48 1.04 34 47 0.7234
Afternoon 25 2.56 40 1.08 23 39 0.5897

Evening 32 1.20 46 1.05 30 43 0.6977

Gandhip Morning 35 2.34 45 1.42 30 39 0.7692
uram
Afternoon 30 1.32 40 1.03 27 39 0.6923

Evening 36 1.34 48 1.02 34 47 0.7234

Periyana Morning 10 2.05 38 1.08 5 36 0.1389

ckenpala
yam
Afternoon 15 1.50 36 1.07 5 33 0.1515

Evening 12 8.09 55 1.45 6 45 0.1333

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.429
Volume 9 Issue XII Dec 2021- Available at www.ijraset.com

Table 2
Location Session Arrival Service Traffic Mean no. Mean no. Of Mean Mean of Sport in
rate rate intensity Of vehicle vehicle time the queue
waiting in waiting in Spent in
the queue the
System system

Λ µ Ρ Ls Lq Ws Wq
Thudiyalur Morning 34 47 0.7234 3 2 0.0769 0.055
6
Afternoon 23 39 0.5897 2 1 0.0625 0.036
9
Evening 30 43 0.6977 3 2 0.0769 0.053
7
Gandhipura Morning 30 39 0.7692 4 3 0.111 0.085
m 5
Afternoon 27 39 0.6923 3 2 0.0833 0.057
7
Evening 34 47 0.7234 3 2 0.7234 0.055
6
Periyanaick Morning 5 36 0.1389 1 1 0.0323 0.004
enpalayam 5
Afternoon 5 33 0.1515 1 1 0.0357 0.005
4
Evening 6 45 0.1333 1 1 0.0256 0.003
4

TRAFFIC INTENSITY
0.8

0.7

0.6

0.5

0.4

0.3

0.2

0.1

THUDIYALUR GANDHIPURAM PERIYANAICKENPALAYAM

Series 1 Series 2 Series 3

FIG 1: Graphical Representation of the Traffic Intensity

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.429
Volume 9 Issue XII Dec 2021- Available at www.ijraset.com

MEAN NUMBER OF VEHICLE WAITING IN THE SYSTEM(LS)

4.5

3.5

2.5

1.5

0.5
THUDIYALUR GANDHIPURAM PERIYANAICKENPALAYAM
SERIES SERIES2 SERIES3

FIG 2: Graphical Representation in the Mean Number of Vehicle Waiting in the System (LS)

MEAN NUMBER OF VEHICLES WAITING IN THE QUEUE(LQ)

3.5

2.5

1.5

0.5
THUDIYALUR GANDHIPURAM PERIYANAICKENPALAYAM
Series 1 Series 2 Series 3

FIG 3: Graphical Representation in the Mean number of vehicle waiting in the Queue (LQ)

VI. RESULT/ ANALYSIS

A. Morning Session
The arrival and service rate in the traffic intensity suggests an insecure traffic scenario, but not aparticularly smooth flow of traffic.

B. Afternoon Session
In the afternoon session, the arrival and service rate in traffic intensity indicates an unstable and steadyflow of traffic.

C. Evening Session
In the evening traffic session, the arrival and service rate suggest a somewhat consistent but unsmoothtraffic flow

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 International Journal for Research in Applied Science & Engineering Technology (IJRASET)
ISSN: 2321-9653; IC Value: 45.98; SJ Impact Factor: 7.429
Volume 9 Issue XII Dec 2021- Available at www.ijraset.com

VII. CONCLUSION
The morning session, when commuters are reporting for work/business, and the evening session, when work/business is finished,
are the busiest times, according to this study, especially on Thudiyalur, Gandhipuram, and Periyanaickenpalayam. As a result,
additional time at junctions for traffic onto such routes is required during the morning and evening sessions. Increased traffic signal
time reduces traffic intensity, resulting in less delays on such routes/channels during morning and evening rush hours..

Steps to reduce traffic congestion include:

1) Improving traffic light management,
2) Improving bus perceptions, and
3) Enforcing existing road traffic laws.

VIII. ACKNOWLEDGEMENT
Thank you to S. REKHA, Assistant professor in Department of Mathematics at Dr SNS Rajalakshmi College of Arts and Science
which has supported this research

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