Queue Length at a Traffic Light via Flow Theory

1983 ◽  
pp. 162-167
Author(s):  
Donald A. Drew
Keyword(s):  
Queue Length ◽  
Flow Theory ◽  
Traffic Light

Traffic light queues as a generalization to queueing theory

1971 ◽  
Vol 8 (3) ◽  
pp. 480-493 ◽  
Author(s):  
Hisashi Mine ◽  
Katsuhisa Ohno
Keyword(s):  
Generating Function ◽  
Discrete Time ◽  
Queue Length ◽  
Length Distribution ◽  
Probability Generating Function ◽  
Traffic Light ◽  
Queue Length Distribution ◽  
Mean Delay ◽  
Stationary Queue Length ◽  
Stationary Queue Length Distribution

Fixed-cycle traffic light queues have been investigated by probabilistic methods by many authors. Beckmann, McGuire and Winsten (1956) considered a discrete time queueing model with binomial arrivals and regular departure headways and derived a relation between the stationary mean delay per vehicle and the stationary mean queue-length at the beginning of a red period of the traffic light. Haight (1959) and Buckley and Wheeler (1964) considered models with Poisson arrivals and regular departure headways and investigated certain properties of the queue-length. Newell (1960) dealt with the model proposed by the first authors and obtained the probability generating function of the stationary queue-length distribution. Darroch (1964) discussed a more general discrete time model with stationary, independent arrivals and regular departure headways and derived a necessary and sufficient condition for the stationary queue-length distribution to exist and obtained its probability generating function. The above two authors, Little (1961), Miller (1963), Newell (1965), McNeil (1968), Siskind (1970) and others gave approximate expressions for the stationary mean delay per vehicle for fixed-cycle traffic light queues of various types. All of the authors mentioned above dealt with the queue-length.

scholarly journals Analysis of traffic density onthree-way junction in Jalan Sukabangun 2 using Vissim simulations model

2021 ◽  
Vol 10 (2) ◽  
pp. 124
Author(s):  
Erny Agusri ◽  
Muhammad Arfan ◽  
Muhammad Arfan
Keyword(s):  
Simulation Model ◽  
Performance Optimization ◽  
Queue Length ◽  
Traffic Simulation ◽  
Simulation Software ◽  
Traffic Density ◽  
Traffic Light ◽  
The Road ◽  
Traffic Performance ◽  
Vehicle Delay

VISSIM is a Simulations model which means a city traffic simulation model. VISSIM is a simulation software used by professionals to create simulations from dynamic traffic scenarios before making real plans. This research was conducted to determine how traffic performance and traffic performance optimization at the junctions between the existing conditions and the Vissim program caused by congestion. An effective method for overcoming non-jammed junctions can be made using the VISSIM method. This study was conducted at THREE-WAY JUNCTION in Jl. Sukabangun 2 (South) - Jl. R.A Abusamah (West) - Jl. Sukabangun 2 (Utara) - Jl. BeringinSukabangun 2 (East). In this study, three variations were used, namely the traffic light method, the method of forbidden turning right, and the method of dividing the road and turning signs. The results of PTV Vissim simulation showed that the traffic light method has a quite high queue length, namely 79m compared to the existing condition of 63m, for the vehicle delay in this method is 98.954s. On the method of forbidden turning right from the direction of Jl. BeringinSukabangun 2 (East) has a low queue length of 0.287m compared to the existing condition of 63m. The vehicle delay in this method is 13.307s. The method of dividing the road and turning signs, the queue length is quite low at 1.147m compared to the existing condition of 63m. The vehicle delay in this method is 30,169s. The results of the simulation revealed that the most effective method at THREE-WAY JUNCTION in jalanSukabangun 2 is method of forbidden turning right, dividing the roads and turning signs.  

Research on Control Method of Expressway Off-Ramp Based on Q-Learning Algorithm and Extension Control

2012 ◽  
Vol 433-440 ◽  
pp. 6033-6037
Author(s):  
Xiao Ming Liu ◽  
Xiu Ying Wang
Keyword(s):  
Queue Length ◽  
Control Method ◽  
Learning Algorithm ◽  
Control Strategies ◽  
Traffic Light ◽  
Q Learning ◽  
Reward Function ◽  
Movement Characteristics ◽  
Queue Lengths ◽  
Simulation Results

The movement characteristics of traffic flow nearby have the important influence on the main line. The control method of expressway off-ramp based on Q-learning and extension control is established by analyzing parameters of off-ramp and auxiliary road. First, the basic description of Q-learning algorithm and extension control is given and analyzed necessarily. Then reward function is gained through the extension control theory to judge the state of traffic light. Simulation results show that compared to the queue lengths of off-ramp and auxiliary road, control method based on Q-learning algorithm and extension control greatly reduced queue length of off-ramp, which demonstrates the feasibility of control strategies.

Greener Roads By Talking Traffic Lights: Knowledge about Queue Length and Upcoming Traffic Light Signal

2010 ◽  
pp. 37-44 ◽  
Author(s):  
C. Dittrich ◽  
J. Lüβmann ◽  
F. Busch ◽  
R. Mänz ◽  
R. Stahlmann ◽  
...  
Keyword(s):  
Queue Length ◽  
Light Signal ◽  
Traffic Light ◽  
Traffic Lights

scholarly journals An Integrated Algorithm for Intersection Queue Length Estimation Based on IoT in a Mixed Traffic Scenario

2020 ◽  
Vol 10 (6) ◽  
pp. 2078 ◽  
Author(s):  
Kai Gao ◽  
Shuo Huang ◽  
Farong Han ◽  
Shuo Li ◽  
Wenguang Wu ◽  
...  
Keyword(s):  
Queue Length ◽  
Estimation Algorithm ◽  
Traffic Monitoring ◽  
Traffic Information ◽  
Estimation Accuracy ◽  
Connected Vehicles ◽  
Mobile Service ◽  
Traffic Light ◽  
Neuron Network ◽  
Length Estimation

Nowadays, traffic infrastructures and vehicles are connected through the network benefiting from the development of Internet of Things (IoT). Connected automated cars can provide some useful traffic information. An architecture and algorithm of mobile service computing are proposed for traffic state sensing by integration between IoT and transport system models (TSMs). The formation process of queue at this intersection is analyzed based on the state information of connected vehicles and the velocity of shockwave is calculated to predict queue length. The computing results can be delivered to the traffic information edge server. However, not all the vehicles are capable of connecting to the network and will affect the queue length estimation accuracy. At the same time, traffic cameras transmit the traffic image to the edge server and a deep neuron network (DNN) is constructed on the edge server to tackle the traffic image. It can recognize and classify the vehicles in the image but takes several seconds to work with the complex DNN. At last, the final queue length is determined according to the weight of the two computing results. The integrated result is delivered to the traffic light controller and traffic monitoring center cloud. It reveals that the estimation from DNN can compensate the estimation from shockwave when the penetration rate of connected vehicles is low. A testbed is built based on VISSIM, and the evaluation results demonstrate the availability and accuracy of the integrated queue length estimation algorithm.

scholarly journals ANALYSIS OF THE PROCESS OF ENTERING A SPECIALIZED LEFT-STEERING PHASE REGULATION

2021 ◽  
Vol 4 (4) ◽  
pp. 51-63
Author(s):  
Sergei Dorohin ◽  
Dmitrii Lihachev ◽  
Sergei Bogdanov ◽  
Aleksei Sorokin
Keyword(s):  
Queue Length ◽  
Design Parameters ◽  
Light Control ◽  
Traffic Light ◽  
Basic Principles ◽  
Left Turn ◽  
Traffic Delays ◽  
Traffic Light Control ◽  
Phase Regulation

The paper analyzes the foreign and Russian approach to the calculation of a controlled intersection, defines the basic principles and approaches used in the construction of phase-by-phase crossing schemes. The classification of the ap-proaches used is carried out taking into account foreign and domestic experience. In the course of the analysis of regulatory sources, it was found that there are many approaches to the choice of the organization of the traffic scheme in regulated areas. Particular attention in this matter is paid to the introduction of a specialized phase for performing a left turn, basically this choice is made by a design engineer, based mainly on the demand for performing a left turn, without analyzing the main characteristics of the traffic flow, namely the queue length, speed and traffic delays. funds. The main design parameters used to determine the need to enter a specialized left-turn phase when using traffic light control have been determined.

scholarly journals Choice of the rational regimes of traffic light control for traffic and pedestrian flows

2021 ◽  
Vol 30 (1) ◽  
pp. 38-50
Author(s):  
Yevhen Fornalchyk ◽  
Oleh Hrytsun ◽  
Ivan Kernytskyy ◽  
Yuriy Royko
Keyword(s):  
Queue Length ◽  
Road Network ◽  
Light Control ◽  
Traffic Light ◽  
The Road ◽  
Capacity Ratio ◽  
Simultaneous Impact ◽  
Traffic Light Control ◽  
Light Signals ◽  
And Control

The method for the choice of rational regimes of traffic light control is developed based on the minimization of the number of violations the requirements of traffic light signals by pedestrians depending on the volume-capacity ratio of traffic lanes and control of vehicular queue on the approach to the stop-line. Assessment of rationality is carried out considering the simultaneous impact of such factors as roadway volume-capacity ratio, traffic light restrictive signal duration, the number of violations of the traffic rules by pedestrians, and maximal queue length of vehicles. The model of the change of the number of violations of the rules of crossing the roadway by pedestrians depending on the volume-capacity ratio of different intersection types is developed in this paper. The model of determining the maximal vehicular queue length before intersections depending on the volume-capacity ratio and the share of the restrictive signal on the lane in the control cycle is developed. Recommendations about the choice of rational regimes of traffic light control depending on traffic delay, planning parameters of the road network, and pedestrian behavior are proposed.

scholarly journals Distributed Cooperative Backpressure-Based Traffic Light Control Method

2019 ◽  
Vol 2019 ◽  
pp. 1-14 ◽  
Author(s):  
Shenxue Hao ◽  
Licai Yang ◽  
Li Ding ◽  
Yajuan Guo
Keyword(s):  
Queue Length ◽  
Control Method ◽  
Urban Traffic ◽  
Traffic Information ◽  
Computation Method ◽  
Light Control ◽  
Traffic Light ◽  
Light Phase ◽  
Phase Switching ◽  
Traffic Light Control

On the foundation of the original backpressure-based traffic light control algorithm, a distributed cooperative backpressure-based traffic light control method is proposed in this paper. The urban traffic network is modeled as a smart agent-controlled queuing network, in which the intersection agents exchange the queue length information and the selected activating light phase information of neighboring intersections through communications and determine the activating light phase at each time slot according to local traffic information. The improved phase pressure computation method considers the phase state of downstream intersections instead of only the queue length of the local intersections. Light phase switching coordination among adjacent intersections is achieved using the consensus-based bundle algorithm, in which the cooperative light phase switching problem is viewed as a task assignment issue among adjacent intersections. Simulation results illustrated that the proposed cooperative backpressure-based traffic light control method obtained better performance than the original backpressure-based and fixed-time traffic control methods.

Model calibration to simulate driving recommendations for traffic flow optimization in oversaturated city traffic

2020 ◽  
Vol 02 (02) ◽  
pp. 01-08
Author(s):  
Christian Eissler ◽  
Stefan Kaufmann
Keyword(s):  
Queue Length ◽  
Model Calibration ◽  
Heterogeneous Traffic ◽  
Light Cycle ◽  
Traffic Light ◽  
Driving Behaviour ◽  
Stop And Go ◽  
Driving Model ◽  
Traffic Scenario ◽  
Single Vehicle

Long queues at signals cause fuel-consuming stop-and-go traffic. Empirical measurements have shown that driving behaviour can have an important impact on queue length and thus on the occurrence of stop and go traffic. This led to the question of whether even a few vehicles can have a measurable influence on the traffic situation in congested city traffic. In this work we use a complete microscopic spatiotemporal measurement of congested city traffic at a signal to i) calibrate a both longitudinal and latitudinal driving model and then to ii) examine how changes in single vehicle's driving behaviour could improve the situation. The model calibration is realized using a genetic algorithm. In this way, a realistic heterogeneous traffic scenario that has similar properties as empirical traffic could be simulated. We then show that already changing the behaviour of a single vehicle per traffic light cycle can significantly reduce the number of vehicles waiting in queues.

HETEROGENEOUS TRAFFIC FLOW MODEL FOR A TWO-LANE ROUNDABOUT AND CONTROLLED INTERSECTION

2007 ◽  
Vol 18 (01) ◽  
pp. 107-117 ◽  
Author(s):  
Y. FENG ◽  
Y. LIU ◽  
P. DEO ◽  
H. J. RUSKIN
Keyword(s):  
Traffic Flow ◽  
Queue Length ◽  
Traffic Management ◽  
Waiting Times ◽  
Arrival Rate ◽  
Urban Traffic ◽  
Heterogeneous Traffic ◽  
Traffic Density ◽  
Traffic Light ◽  
Heterogeneous Distribution

Modern urban traffic management depends heavily on the efficiency of road features, such as controlled intersections and multi-lane roundabouts. Vehicle throughput at any such configuration is modified by traffic mix, by rules governing manoeuvrability and by driver observance, as well as by traffic density. Here, we study heterogeneous traffic flow on two-lane roads through a cellular automata model for a binary mix of long and short vehicles. Throughput is investigated for a range of arrival rates and for fixed turning rate at an intersection: manoeuvres, while described in terms of left-lane driving, are completely generalisable. For a given heterogeneous distribution of vehicle type, there is a significant impact on queue length, delay times experienced and throughput at a fixed-cycle traffic light controlled two-way intersection and two-lane roundabout, when compared to the homogeneous case. As the proportion of long vehicles increases, average throughput for both configurations declines for increasing arrival rate, with average queue length and waiting time correspondingly increased. The effect is less-marked for the two-lane roundabout, due to absence of cross-traffic delays. Nevertheless, average waiting times and queue lengths remain uniformly high for arrival rates >0.25 vehicle per second (900 vph) on entry roads and for long vehicle proportion above 0.30–0.35.

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