04 02 Modelli Di Offerta - Deflusso Eng

Teoria dei Sistemi di Trasporto 1 + 2 (6/9 CFU)
A. A. 2021 - 2022
Supply transport models:

traffic flow theory elements
(fundamental diagram)
prof. ing. Antonio Comi
Department of Enterprise Engineering

University of Rome Tor Vergata
Prof. Ing. Antonio Comi Teoria dei Sistemi di Trasporto 1 + 2 (9 CFU)

Speed at a point
Definition
✓vi(s) speed of the vehicle crossing the section s;
vi(s) = ds/dt
t t + Dt
2
Mean speed between points s, s+Ds
Definition
✓v(t) space mean speed among all vehicles between section s and
s + Ds.
t + Dt
Dt2 2
3
vi = La/Dti
Dt1 Dt3
1
v1
s s + Ds
La
3
Relation between time mean speed and space
mean speed
✓ Time mean speed (arithmetic average)
1 n
vt =  vi ( s )
n i =1
✓ Space mean speed (harmonic average)
La La n
vs = n
= n
= n
1 1 La 1

n i =1
Dt i 
n i =1 vi

i =1 vi
vt =vs+2/vs
where 2 is the variance of speed among vehicles
4
Exercise 1
✓ Space mean speed
✓ Time mean speed
5
Exercise 2
Time and space mean speed
A C F
B D E
s s + Ds
VA = 25 km/h
VB = 45 km/h Time mean speed?
VC = 40 km/h
VD = 35 km/h Space mean speed?
VE = 30 km/h
VF = 50 km/h
6
Exercise 2
A C F
B D E
s s + Ds
VA = 25 km/h
VB = 45 km/h Time mean speed
VC = 40 km/h
VD = 35 km/h
1 F 1
VE = 30 km/h vt =  vi ( s ) =  ( 25 + 45 + 40 + 35 + 30 + 50 ) = 37 ,5 km / h
VF = 50 km/h 6 i= A 6
7
Exercise 2
A C F
B D E
s Space mean speed s + Ds

6 6
VA = 25 km/h vs = F
= = 35,5 km / h
1 1 1 1 1 1 1
VB = 45 km/h 
i = A vi
+ + + +
25 45 40 35 30 50
+
VC = 40 km/h
VD = 35 km/h
VE = 30 km/h Ds 6  Ds
vs = = = 35,5 km / h
VF = 50 km/h F
Dt i D s D s D s D s D s D s

i= A 6 25
+
45
+
40
+
35
+
30
+
50
8
Models formulation
✓ Deterministic models
➢ developed under the assumption of stationarity
➢ developed under the assumption of non-stationarity
✓ Stochastic models
9
Models formulation
✓ Deterministic models developed under the assumption of
stationarity
✓ Deterministic models developed under the assumption of

nonstationarity IS ASSUMED THAT A
TRAFFIC STREAM
✓ Stochastic (A
models
DISCRETE SEQUENCE OF VEHICLES)
IS REPRESENTED
AS A CONTINUOUS
(ONE-DIMENSIONAL) FLUID.
10
Stationary flow
Definition
✓ Traffic flow is called stationary during a time interval
[t, t+Dt] between section s and s+Ds, if flow is (on average)
independent of section s, and density is independent of
timet
f (s) = f k(t) = k.
s s+Ds
11
Stationary flow
✓ Note that this condition is chiefly theoretical and in practice can be
observed only approximately for mean values in space or time.
✓ It is nevertheless useful in that it allows effective analysis of the

phenomenon.
the time mean speed is independent of location (s) and

the space mean speed is independent of time (t):
vt(s) = vt vs(t) = vs
12
Stationary flow conservation equation (1/3)
✓ n = k · Ds the number (time-independent) of vehicles on the
stretch of road between cross-sections s e s+Ds
✓ vs the space mean speed of vehicles on the stretch of road
between cross-sections s e s+Ds
t t+ Dt’ Dt’=Ds/ vs
vs n = k · Ds
s
s+Ds
13
✓ Because of stationary assumption
▪ m(s| t, t+ Dt ) , number of vehicles crossing section s during time Dt
m(s| t, t+ Dt ) = f · Dt
The number of vehicles contained at

timet on section [s, s+Ds]
is equal to
the number of vehicles crossing the
section s+Ds during the time interval
[t, t +Dt’], that is:
k Ds = f Dt’ = f Ds /vs
14
Hence, under stationary conditions, flow, density, and space mean speed must
satisfy the stationary flow conservation equation:
f=kv
where v =vs is the space mean speed, simply called speed for further analysis of
stationary conditions.
15
Empirical relationship
✓ Empirical relationships can be observed between each pair of
variables:
✓ Flow
✓ Density
✓ Speed
16
Empirical relationship
✓ Example from count section (via dei Fiorentini, Rome)
(from 01/09/2016, Thursday to 31/10/2016, Monday)
STZ Fiorentini
80
70
60
50
km/h
40
30 y = -4E-06x2 - 0.0026x + 59.112

R² = 0.9181
20 y = -5E-06x2 - 0.0025x + 60.6

R² = 0.8551
10
0
0 500 1000 1500 2000 2500
veh/hour
flussi AB flussi BA Polin. (flussi AB) Polin. (flussi BA)
17
Fundamental diagram (of traffic flow)
✓ v = V(k)
✓ f = f(v)
✓ f = f(k)
18
The flow may be close to zero (f=0) under two conditions:
✓ v = V(k) 1) when density is close to zero ((no vehicles on the road);
2) when speed is close to zero (vehicles are not moving), that
corresponds in reality to a stop-and-go condition.
✓ f = f(k)
✓ f = f(v)
19
✓ Free flow: case 1 Case 1
the speed assumes the theoretical maximum
value: free-flow speed v0
✓ Free flow: case 2
the density assumes the theoretical maximum

value: jam density kjam
Case 2
20
The peak of the speed-flows occurs at the
theoretical maximum flow, or capacity Q of
the road;
the corresponding speed vc and density kc are

referred to as the critical speed and the critical
density
21
a) low speed and high
density; unstable state
where any increase in
density will cause a
decrease in speed and
thus in flow;
this action produces
another increase in
density and so on until
traffic becomes jammed
If kc < k < kjam, we have stop-and-go

conditions and high density, flow decreases
due to speed v reductions and spacing close
to 0.
If k=kjam the formation of queues begins.
22
b) high speed and low
density; stable state
where any increase in
density will cause a
decrease in speed and an
increase in flow.
If 0 < k < kc the flow increases to the max Q

(fl = Q);
the curve can be more or less concave

depending on the rate of increase of the
vehicles with V<Vmed;
The flow is stable because the increases in

demand are absorbed by reductions in gaps
and speeds that allow a new stationary state
to be reached, albeit at a lower level than the
initial one.
23
At capacity (or critical speed or critical density) the stream is non-
stable being a boundary condition between the other two.
24
✓ Each flow value (except capacity) can occur in two different
conditions:
a) unstable state where any increase in density will cause a decrease in speed
and thus in flow; this action produces another increase in density and so on
until traffic becomes jammed – high speed and low density;
b) stable state where any increase in density will cause a decrease in speed
and an increase in flow.

25
✓ Each flow value (except capacity) can occur in two different
conditions:
These results show that flow in general cannot be
usedstate
a) unstable as where
the unique variable
any increase to describe
in density will causestate of a in speed
a decrease
and thus in flow;
traffic this action produces another increase in density and so on
stream.
until traffic becomes jammed alta velocità e bassa densità;
b) The
stable density
state where (or
any the speed)
increase instead
in density always
will cause adescribes
decrease in speed
theincrease
and an prevailing
in flow.traffic condition in a unique way,
therefore the speed-density relationship
v = V(k)
preferred to study traffic stream characteristics.
26
Mathematical formulations of fundamental 1/2
diagram
✓ Greenshields’ linear model (useful for intermediate densities)
V(k) = v0 (1 − k/kjam)
✓ Underwood’s exponential model (useful for low densities)
− k / kc
V ( k ) = v0  e
27
Mathematical formulations of fundamental 2/2
diagram
✓ Multi stage function is Greenberg’s model:
V(k) = a1 ln (a2/k) for k > kmin

V(k) = a1 ln (a2/kmin) for k  kmin
where a1, a2 e kmin  kjam are constants to be calibrated.
28
Greenshields model (1/4)
✓ It is the simplest model of speed-density relationship
V(k) = v0 (1 − k/kjam)
v0
Greenshield
v = v(k)
k
kjam
The linear model is mathematically simpler to manage but provides values that do not
correspond to the reality in non-linear situations, that is for high or minimum values of
density.
29
f(k) = V(k) k
f(k) = v0 (k − k2 / kjam)
the capacity is: Q = v0 kjam/4
30
k = V -1(v) = kjam (1 − v/v0)
f(v) = kjam (v − v2/v0)
In general, the flow–speed relationship may be inverted by only considering two

different relationships,
a) one in a stable regime, v[vc, vo],
b) the other in an unstable regime, v[0, vc].
31
vstable ( f ) =
v0
2
(
1 + 1 − 4 f / (v0 k jam ) =
v0
2
1+ 1− f / Q ) ( )
90
80
70
( )
60
v0
v (km/h)
50
vunstable ( f ) = 1− 1− f / Q
40
30
20
2 10
0
0 500 1000 1500 2000 2500
f (veic/h)
In the particular case that one can assume the flow regime is always stable, with reference to
relation:
v = vstable(f)
the corresponding relationship between travel time t and flow f may be defined:
t = t(f) = L / vstable(f )
32
Appendix
33
Relationship: Speed-Density
v unconditioned driver = not congested flow
v0
conditioned driver = congested flow
Stationary vehicles
=
Stop
k' kjam k
34
Relationship: Flow-Density
f unconditioned driver = not congested flow
conditioned driver = congested

fmax
flow
Stationary vehicles
=
Stop
f=k * vs
k' kc kjam k
Critical density 35
Relationship: Speed-Flow
v unconditioned driver = not congested flow
v0
vc
critical
speed
Stationary conditioned driver =

vehicles
= congested flow
Stop
f(k‘) fmax f
36
Relationship: Travel time-Flow
t
Congestion conditioned driver =

(stop) congested flow
t0
unconditioned driver = not
congested flow
fmax f
37
Relationship: Speed-Density
v
v0
vp P
f = k * vs
kp kjam k
38
Relationship: Flow-Density
f
fp P
vs =f / k
kp kjam k
39
Relationship: Speed-Flow
v
vp P
k= q / v
fp f
40
Greenshields model
➢ Greenshield equation
𝑘 𝑣
✓ 𝑣 𝑘 = 1− 𝑣0 𝑘 𝑣 = 1− 𝑘𝑗𝑎𝑚
𝑘𝑗𝑎𝑚 𝑣0
➢ Substituting in the fundamental flow equation is obtained:

𝑘2
✓ Flow-density relationship 𝑞 = 𝑣0 𝑘 −
𝑘𝑗𝑎𝑚
𝑣2
✓ Flow-speed relationship 𝑞 = 𝑘𝑗𝑎𝑚 𝑣 −
𝑣0
41
Greenshields model
➢ Confirmation from experimental data
v (km/h)
v0
vc
q (veic/h) q
Cap v
q (veic/h) q
Cap
k
k (veic/km) kc kjam
42
Flow theory
➢ Stable regime
✓ An increase in density leads:
▪ speed reduction
▪ increased flow
✓ the density increase prevails on the decrease of speed and tends to cause a reduction
in the headway between vehicles, and therefore an increase in flow.
➢ Unstable regime
✓ A further increase in density leads
▪ a remarkable decrease in speed
✓ It is due to excessive mutual conditioning of the vehicles.
The phenomenon prevails and causes a reduction in the headway that induces a
decrease in flow,
➢ From stable to unstable

✓ vc; kc, Cap (=Q)
43
Flow theory
➢ Unstable condition causes stop-and-go
✓ being close to the critical density
▪ any disturbance (aleatory) propagates faster resulting in a decrease of speed and a further
increase in density (full queuing and blocking)
▪ As soon as the disturbance dissipates, the flow returns quickly to stable conditions
➢ The stop-and-go is incompatible with the stationarity of the flow
➢ If the system is in stationary condition, the only compatible and

observable regime is the stable one
✓ The flow can be used as the unique parameter describing the traffic stream
44
References
✓ Cascetta, E. (2009). Transportation systems analysis,
Elsevier Ltd.
✓ Fusco, G. (2016). Traffic Engineering and ITS.

https://sites.google.com/a/uniroma1.it/gaetanofusco-eng/insegnamenti
45

04 02 Modelli Di Offerta - Deflusso Eng

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

04 02 Modelli Di Offerta - Deflusso Eng

Uploaded by

Copyright:

Available Formats

Teoria dei Sistemi di Trasporto 1 + 2 (6/9 CFU)

Supply transport models:

Department of Enterprise Engineering

Prof. Ing. Antonio Comi Teoria dei Sistemi di Trasporto 1 + 2 (9 CFU)

✓ Time mean speed

s Space mean speed s + Ds

➢ developed under the assumption of stationarity

➢ developed under the assumption of non-stationarity

✓ Deterministic models developed under the assumption of

✓ It is nevertheless useful in that it allows effective analysis of the

the time mean speed is independent of location (s) and

vt(s) = vt vs(t) = vs

t t+ Dt’ Dt’=Ds/ vs

The number of vehicles contained at

30 y = -4E-06x2 - 0.0026x + 59.112

20 y = -5E-06x2 - 0.0025x + 60.6

flussi AB flussi BA Polin. (flussi AB) Polin. (flussi BA)

✓ Free flow: case 2

the density assumes the theoretical maximum

the corresponding speed vc and density kc are

If kc < k < kjam, we have stop-and-go

If 0 < k < kc the flow increases to the max Q

the curve can be more or less concave

The flow is stable because the increases in

At capacity (or critical speed or critical density) the stream is non-

preferred to study traffic stream characteristics.

✓ Underwood’s exponential model (useful for low densities)

✓ Multi stage function is Greenberg’s model:

V(k) = a1 ln (a2/k) for k > kmin

where a1, a2 e kmin  kjam are constants to be calibrated.

the capacity is: Q = v0 kjam/4

f(v) = kjam (v − v2/v0)

In general, the flow–speed relationship may be inverted by only considering two

conditioned driver = congested

Stationary conditioned driver =

Congestion conditioned driver =

➢ Substituting in the fundamental flow equation is obtained:

➢ From stable to unstable

➢ The stop-and-go is incompatible with the stationarity of the flow

➢ If the system is in stationary condition, the only compatible and

✓ Fusco, G. (2016). Traffic Engineering and ITS.

You might also like