Transportation Applications of

Queuing Theory

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For airports – model the operation of runways, airspace on runway approaches,
baggage handling systems, ticketing and check-in operations, security checkpoints,
and departure lounges.

For highways – queuing theory can be used to analyze the operation of toll booths,
the effects of capacity changes due to geometrics, the effects of temporary capacity
changes due to incidents (such as accidents), the effects of traffic signals and other
control devices, and the effect of traffic disruptions caused by railroad grade
crossings, drawbridges, and the like.

For mass transit systems – queuing theory can be used to analyze the use of
ticket windows or ticket dispensing machines, the operation of fare gates, and
platform capacities

For railroads – can be used to analyze yard operations

For water transportation – can be used to analyze the operation of locks and port
operations.

For all types of freight transportation – can be used to analyze loading and
unloading operations.

Any situation in which either demand or capacity may change over time may be
suitable
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Figure 8.17 through 8.20 illustrate special situations frequently encountered
in transportation queuing analysis.
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Example: Morning peak traffic upstream of a toll booth is given
in the table below. The toll plaza consists of three booths, each
of which can handle an average of one vehicle every 6
seconds. Using a queuing diagram, determine the maximum
queue, the longest delay to an individual vehicle, and the total
delay.
Time period 10 min Cumulative
volume volume
7:00-7:10 200 200
7:10-7:20 400 600
7:20-7:30 500 1,100
7:30-7:40 250 1,350
7:40-7:50 200 1,550
7:50-8:00 150 1,700

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Solution:
Service rate = (1/6sec)(60 sec/min)(3 booths)(10 min) = 300 veh/10 min
Comparing 10 min arrival rates with the service rate, queue begins at 7:10AM

Queue diagram:

Maximum queue: 300

vehicles at 7:30 (from
diagram)
Maximum delay to
individual vehicle: 10 min
(from diagram)
Total delay:
Break area between A(t) and
D(t) into triangles and
trapezoids:
(1/2)(100)(10)+(1/2)
(100+300)(10)+(1/2)
(300+250)(10)+(1/2)
(250+150)(10)+(1/2)(150)
(10)
= 500 + 2,000 + 2,750 +
2,000 + 750
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Example: A ramp meter operates during the morning peak
period. Ramp meter cycles vary with time as shown in the
table below. The metering scheme allows one vehicle per cycle
to pass the signal. The table below gives the number of
vehicles demanding service on the ramp during particular time
intervals, the cumulative demand for the ramp for the morning
peak, and the ramp meter cycle for each interval. Using a
queuing diagram, determine the maximum queue, the
maximum delay to any vehicle, and the total delay:
Time 15 min Cumulativ Meter
period volume e volume cycle, s
6:30- 75 75 6
6:45 100 175 10
6:45- 125 300 12
7:00 110 410 12
7:00- 80 490 10
7:15 65 555 6
7:15-
7:30
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Service rates:
•
(1 veh/12 sec)(60 sec/min)(15 min) = 75 veh/15 min
•
(1 veh/10 sec)(60 sec/min)(15 min) = 90 veh/15 min
•
(1 veh/6 sec)(60 sec/min)(15 min) = 150 veh/15 min

Comparing 15 minute arrival rates with service rates, queue begins at 6:45.
Queue diagram:

Maximum queue: 95
vehicles at 7:30 (from
diagram)
Maximum delay to
individual vehicle: 15.5 min
(from diagram)
Total delay:
Break area between A(t) and
D(t) into triangles and
trapezoids:
(1/2)(10)(15)+(1/2)(10+60)
(15)+(1/2)(60+95)(15)+(1/2)
(95+85)(15)+(1/2)(85)(15)
= 75 + 525 + 1,162.5 +
1,350 + 637.5
= 3,750 veh-min or 62.5 veh-
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 Seatwork:
1. Morning peak period traffic volumes on the approaches to a toll bridge are given in the
table below. On the average, a toll booth can handle one vehicle every 6 sec. Prior to
7:30am, two booths are open. At 7:30am, a third booth opens, and remains open until
8:30am. Use a queuing diagram to determine: (a) the time at which queuing begins and
ends, (b) the maximum number of vehicles in queue, and (c) the total delay.

Time period 15 min volume Cumulative

volume
7:00-7:15 200 200
7:15-7:30 400 600
7:30-7:45 500 1,100
7:45-8:00 550 1,650
8:00-8:15 400 2,050
8:15-8:30 250 2,300
2. The arrival times of vehicles at the ticket gate of a sports stadium may be
assumed to be Poisson with a mean of 30 veh/hr. It takes an average of 1.5 min for
the necessary tickets to be bought for occupants of each car.
(a) What is the expected length of queue at the ticket gate, not including the vehicle
being served?
(b) What is the probability that there are no more than 5 cars at the gate, including
the vehicle being served?
(c) What will be the average waiting time (including queue time and service time) of
a vehicle?
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