Traffic Flow Model at Fixed Control Signals With D
Traffic Flow Model at Fixed Control Signals With D
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Traffic flow model at fixed control signals with discrete service time
distribution
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Abstract. Most of the models of road traffic flow at fixed-cycle controlled intersection
assume stationary distributions and provide steady state results. The assumption that a
constant number of vehicles can leave the system during the green phase is unrealistic in
real life situations. A discrete time queuing model was developed to describe the
operation of traffic flow at a road intersection with fixed-cycle signalized control and to
account for the randomness in the number of vehicles that can leave the system. The
results show the expected queue size in the system when the traffic is light and for a
busy period, respectively. For the light period, when the traffic intensity is less than one,
it takes a shorter green cycle time for vehicles to clear up than during high traffic
intensity (the road junction is saturated). Increasing the number of cars that can leave
the junction at the turn of the green phase reduces the number of cycle times before the
queue is cleared.
Key words: vehicle queue size, fixed cycle, road traffic intersection
Received: January 25, 2015; accepted: March 4, 2016; available online: March 31, 2016
DOI: 10.17535/crorr.2016.0002
1. Introduction
Road traffic queues are waiting lines which occur whenever vehicles must wait
to access a facility. An intersection may be controlled or signalized for a number
of reasons, most of which relate to the safety and effective movement of
conflicting vehicular and pedestrian flows through the intersection. The facility
may be busy and therefore unavailable to render the required service, thus
resulting in congestion. Road traffic congestion is a problem in many countries.
It causes considerable costs due to unproductive time losses, accidents, air
*
Corresponding author.
pollution, fuel wastage, etc. The problem of road traffic congestion is worsened
in many cities by the lack of real time information on traffic flows, lack of
adequate data gathering facilities and a systematic methodology for optimizing
road traffic flow through available road facilities. Given the cost of road traffic
congestion to society, a comprehensive study of urban road network is
necessary. A good understanding of vehicular traffic flow is a knowledge gap in
modern societies.
Some initiatives such as staggered work hours, flextime, ramp metering,
road widening, etc. have been proposed to alleviate problems associated with
road traffic congestion, but the level and period of congestion in most major
urban areas is increasing.
Viti and Van Zuylen [23] argue that “queue estimation at a controlled
intersection is a problem in transportation engineering and operations research.”
Queue dynamics have been modeled as deterministic phenomena, and under
rather limiting assumptions of a steady state scenario. In urban networks, these
assumptions are far from being deterministic or certain. Deterministic models
based on fluid theory have also been studied and demonstrated as appropriate
for highly oversaturated scenarios [14]. But Viti and Van Zuylen [23] state that
“these models are incapable of estimating the temporal effects that occur when
signals operate near the signal capacity. Modeling these effects and their
probability of occurrence becomes particularly important.” The vast set of
models presented in [23] indicate that there is still no clear insight into the way
queues are experienced at signalized intersections.
The paper is arranged as follows: We present the problem statement in
Section Two and provide a cursory review of literature relevant to the subject of
study in Section Three. In Section Four, we present the discrete model for
traffic flow at a road intersection with a fixed-cycle light. The results are
presented in Section Five and the conclusion of the work is given in Section Six.
2. Problem statement
Viti and Van Zuylen [23] list, among others aspects, the shortcomings of the
previous time-dependent models which include: (1) The assumption that arrivals
and departures follow a specific distribution and have stationary rates. (2) The
initial queue is assumed to be zero at the beginning of the evaluation period. In
the analysis of queues at fixed-controlled intersections, Viti and Van Zuylen [23]
however, provide a methodology that enables the capturing of dynamic and
stochastic effects on queue length that originate from the variability of arrivals.
Omosigho [13] however, shows that if the number of cars at the beginning of the
green phase, i, is less or equal to the number of cars departing during the green
phase, s, i.e. i ≤ s, the expression,
Traffic flow model at fixed control signals with discrete service time distribution 21
i s
n0
p n (n i s) , i s a max (1)
given by Viti and Van Zuylen [23] fails to properly capture a situation, which in
turn could lead to a zero state. Omosigho [13] enumerates the events that may
lead to state zero for all i ≤ s and gave a corrected version as,
s s k
PQG (0) P 2( k )( A2(i )) , (2)
k 0 i 0
where PQG(0) is the probability of having no cars in the queue at the end of
the green phase, P2(k) the probability of k cars in the queue at the beginning of
the green phase, and A2(i) the probability of i arrivals during the green phase.
However, Viti and Van Zuylen [23] and Omosigho [13] assume that the number
of vehicles that can leave the system during the green phase is constant. In
practice, this assumption is unrealistic. In view of the limitations, we develop a
discrete time-dependent model to describe the operation of traffic flow at a road
intersection with fixed-cycle signalized control and to account for the
randomness in the number of vehicles that can leave the system.
3. Literature review
Van Leeuwaarden [17] considers the fixed-cycle traffic light (FCTL) queue,
where vehicles arrive at an intersection controlled by a traffic light and form a
queue. He presents the queue length and delay distributions by considering two
arrival Poison and geometric distributions. A method for inverting the
generating functions was also presented with the conclusion that the mean delay
is sensitive to the stochastic properties of the arrival distribution.
Dion et al. [9] present a summary of delay models for signalized
intersections and include deterministic queuing models, a shock wave delay
model, steady-state stochastic delay models, and time-dependent stochastic
delay models for both under-saturated and over-saturated conditions,
microscopic simulation delay models. The ITEGRATIONTM simulation package
was used as a benchmark for other models with the conclusion that all
compared delay models produce similar results for signalized intersections when
traffic intensity is low. But under heavy traffic, noticeable differences occur.
Kakooza et al. [11] use a simple mathematical model (steady state m/m/s
queuing model) to analyze different types of road intersections in terms of their
performance and in relation to managing traffic congestion and establishing
congestion for stabilizing road intersections after sufficiently longer periods of
time (steady-state). The authors analyzed un-signalized and signalized
intersections, and roundabouts. They obtained expressions for the steady state
expected number and waiting time of vehicles stopping at a road intersection
interrupted by delays. For a single lane system (m/m/1), Kakooza et al. [11]
give an expression for the expected number of vehicles in the system as:
E X (3)
W X (4)
They conclude that “since congestion is as a result of heavy traffic, the best
option in managing traffic congestion at an intersection would be to replace un-
signalized and roundabout intersections with signalized intersections in case
such intersections have heavy approaching traffic’’.
Their method and results are similar to those of Baykal-Gursoy et al. [5]
using probability generating functions. Excess demand for road space, irregular
Traffic flow model at fixed control signals with discrete service time distribution 23
with the hope of gaining insight into certain performance measures. Lartey [12]
asserts that the distribution of the busy period is the length (or duration) of
time during which the server remains busy. The busy period is the interval from
the moment of the arrival of a unit vehicle at an empty system to the moment
that the channel becomes free for the first time. This, therefore, constitutes a
random variable.
In [1], a discrete event simulation model was developed, verified and
validated. The model was tested for different scenarios. The objective by
Aljaafreh et al [1] was to determine the optimized timing parameters for traffic
signal based through simulation. The author argues that “designing a real-time
proactive adaptive control model for traffic will enhance the performance of
traffic lights”. In this paper, however, we seek to show the behavior of a
signalized road traffic intersection using a simple discrete model. The model will
be tested for both cases of road traffic intensities ( 1 and 1).
Vasic [20] makes certain considerations in her Discrete Simulation Model
for Heterogeneous Traffic Including Bicycles on Urban Road Networks. The
heterogeneity of vehicle type was provided by allowing different cell sizes in the
model, based on cells of different sizes and specific vehicle type parameters, such
as maximal velocity.
Tiriolo et al. [15] present a traffic flow model, based on the cell
transmission concept, with the aim of recording urban traffic dynamics taking
into account complex flow interactions among lane groups at upstream of
signalized intersections. The model is designed to simulate, at macroscopic level,
more realistically the dynamic interaction of queues among neighboring lanes
and intersections for large scale urban networks. The traditional intersection
traffic model is extended to take into account some real aspects of traffic
conditions, such as the proportion of turning and lane width with respect to
different movements.
Asenime and Mobereola [2] evaluated traffic behavior at different peak
periods at the Maryland Interchange in Metropolitan Lagos. The authors
categorized predictable behavior into three periods namely: morning, inter-peak
and evening peak periods. Asenime and Mobereola [2] reported that the signal
level of traffic service controlled traffic flow effectively at the intersections,
however, they agreed that land use factors had a negative impact on traffic flow.
Traffic flow model at fixed control signals with discrete service time distribution 25
4. Model development
4.1. Notation
Given that the number of cars leaving the queue during the green phase is no
longer a fixed value, it is a discrete random variable. It is given the value sk
with a probability of Pk ( k 1,2,3,...m) . The goal is to determine the
probability of j cars in the queue at the end of the green phase. To do so, the
following conditions apply.
At the beginning of the green phase, we assume i number of cars waiting for
service; i=0, 1, 2, 3,…. When i=0, no car is queuing at the beginning of the
green phase. We can have j 1 cars in the queue at the end of the green phase
if:
sk cars depart during the green phase.
i cars in the queue at the beginning of the green phase.
a cars arrive during the green phase.
For j cars at the end of the green phase, we must have:
j i a sk , (6)
a j sk i , (7)
Hence the probability of having j cars at the end of the green phase can be
modeled as:
m j sk
PG( j ) PG (i ) AG ( j s k i) Pk , j 1,2,3,..., Qmax (8)
k 1 i 0
5. Solution
12
10
8
Expected queue size
0
0 1 2 3 4 5 6
time step
Figure 1: The expected queue length when the number of cars allowed to go during the
green light is not constant. 1 , 50
Observe that when the traffic intensity is low (less than one), the queue
formed during the red phase is cleared during the green phase as shown in the
saw-tooth-like graph in Figure 1. This result agrees with Omosigho [13] in terms
of the shape, but there are differences in the expected number of vehicles in the
queue. Our focus is on the time dependent behavior of the system for a short
28 Lucky I. Igbinosun and Sunday E. Omosigho
period of the day. For example, two to three hours is considered a short period
during the day. We examine a period of free flow (when the road traffic
intensity is less than one, i.e. 1 ), and a rush-hour or busy period ( 1 ).
At both periods, we show that there is a relationship between the traffic
intensity and .
When 1 , we observe that increasing the value of did not affect the
result. This is so because for both phases of the traffic light, the number of cars
is always served (see Figures 1 and 2). Figure 2 shows the various graphs
indicating the expected number of cars in the queue for various values of .
Notice that the queues always reach zero.
12
lamda=0.9
lamda=0.5
10 lamda=0.1
8
Expected queue size
0
0 1 2 3 4 5 6
green phase
Table 1 shows the expected number of vehicles in the queue at the end of
the green phase when the traffic intensity is less than one. Observe that the
queue gradually vanishes.
When 1 , the values of and the number of vehicles in motion during
the green phase becomes important. This is true because the expected number
of cars in the queue will continue to grow in time if the number of vehicles
permitted to head off at the onset of the green phase is small. Figure 3
demonstrates the fact that congestion results at the traffic junction. In practice,
this is a problem. One way of solving this is to adjust the green phase duration
to accommodate the passage of more vehicles.
28
26
24
22
20
E(Q)
18
16
14
12
10
0 10 20 30 40 50 60 70 80 90 100
time
Figure 3: Expected queue size when the traffic intensity is greater than one,
30 Lucky I. Igbinosun and Sunday E. Omosigho
1,2 2, 100.
15
s=(1,2)
s=(5,6)
10
E(Q)
0
0 2 4 6 8 10 12
time
Figure 4: Expected queue size when the traffic intensity is greater than one,
2, 100, but with increased number of cars permitted to go during the
green phase.
6. Conclusion
to depart at the turn of the green cycle phase reveals that traffic build up occurs
over longer cycle times in order to clear when compared to a greater number(s)
of departing cars. When the light turns green, and cars depart from the queue,
the study has shown that the number of cars leaving the service point may not
necessarily be constant. Observation shows, however, that the nature and type
of vehicles (for example, it takes a longer time for a truck vehicle to leave the
queue compared to a car) are a factor in determining the number of vehicles
that can leave the queue at the turn of the green phase. Motor bikes also
struggle to receive service at the start of green phase, [13]. Incorporating these
into the model assumption can be an interesting formulation in future research.
Results from the model in this paper will help road traffic engineers in building
of road traffic lights to function at various green phase times in order to indicate
the location and density of cars on a particular road.
References
[1] Aljaafreh, A., Al-Oudat, N. and Saleh, M. (2014). Adaptive traffic-signal control
using discrete event simulation model. International Journal of Computer
Applications, 101(12), 7–12.
[2] Asenime, C. and Mobereola, D. (2015). Traffic behaviour at a signalised
intersection in metropolitan Lagos. American Journal of Social Issues and
Humanities, 5(2), 453–461.
[3] Baykal-Gursoy. M. and Duan, Z. (2006). M/M/C Queues with Markov modulated
service processes. Value Tools, October 14, 2006. Pisa, Italy.
[4] Baykal-Gursoy, M. and Xiao, W. (2004). Stochastic decomposition in M/M/∞
Queues with Markov modulated service rates. Queueing Systems, 48(1), 75–88.
[5] Baykal-Gursoy, M., Xiao, W. and Ozbay, K. (2009). Modeling traffic flow
interrupted by incidents. European Journal of Operational Research, 195(1), 127–
138.
[6] Cherrett T., McLeod F., Bell H. and McDonald M. (2002). Journey time estimation
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[7] Cox, D. R. and Smith, W. L (1963). Queues. Chapman and Hall, London.
[8] Darroch, J. N., Newell, G. F. and Morris, R. W. J. (1964). Queues for vehicle-
actuated traffic light. Operations Research, 12(6), 882–895.
[9] Dion, F., Hesham, R. and Youn-Soo, K. (2004). Comparison of delay estimates at
under-saturated and over-saturated pre-timed signalized intersections.
Transportation Research Part B, 38(2), 99–122.
[10] Igbinosun, L. I. (2002). Road traffic queues and delays at road junction: A case
study. Unpublished M.Sc Project submitted to the post graduate school, University
of Benin, Benin City, Nigeria.
[11] Kakooza, R., Luboobi, L. S. and Mugisha, J. Y. T. (2005) Modeling traffic flow and
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Journal of Mathematics and Statistics, 1(3), 194–202.
32 Lucky I. Igbinosun and Sunday E. Omosigho