Copyright © lFAC Transportation Systems,

Tianjin , PRC, 1994

IMPROVEMENT OF ROAD NETWORK RELIABILITY

WITH TRAFFIC MANAGEMENT

HlROSHI WAKABAYASHI * and YASUNORl BDA **

* Deparcmenc of Civil Engineering, Osaka Prefeccural College of Technology,

Saiwai -cho, Neyagawa 572 Japan
** Department of Transportacion Engineering, School of Civil Engineering, Kyoco University,
Sakyo-ku, Kyoco 606 Japan

Abstract. For traffic management and new road construction, the road planning procedure requires indica-
tors of present road nerwork performance level for explaining the convenience denved from the new traffIc
management and the construction of new roads . The conventional indIcators are quanlltauve or stalIc ~uch as
the total length of road per unit area or average travel time . Now a new indIcator reflectmg the qualtty of a
road nerwork and steadiness of its performance is required.
This paper proposes the reliability of road nerworks as a new indicator for road nerwork manag.ement and
construction. First, the significance of road nerwork reltablltt y and the benefits of Increasmg reltablltty are
discussed. Next, methods for estimating terminal reliability and link reliabilit~ are descnbed .. In. addlllon, the
propagation mechanism of OD flow variation to link flow variation IS clarIfIed. Finall y, reltablllty analyses
before and after the introduction of traffic management are demonstrated for an actual road nerwork.

Key Words. Road Traffic, Reliability , Traffic Control , Traffic Management , Estimation , One-way
Scheme, Reliability Estimation, Assessment of Terminal Reliability

Similarly, the road network reliabilit y can be treated as the

1. INTRODUCTION
A highl y reliable road nerwork provides sure and unfluctuat-
ing traffic service by offering dri vers alternati ve routes even
when some part of the network is unavailable due to traffic
accidents, maintenance, traffic congestion or natural disaster.
Thus , reliabil ity is an important indicator reflecting present
road nerwork quality for strategies of traffic management and
future nerwork design . The conventional indicators for present
or future road networks are , however, quantitative or static
such as the total length of road per unit area or average travel
time . This paper proposes the reliability of road nerworks as a
new indicator for road nerwork management and construction.
This paper consists as follows:
First, the definitions of terminal reliability and link reliability
are described. Consequently, the significance of road nerwork
reliability and the benefits of increasing reliability are dis-
cussed. Next, given the link reliability, a method for estimat-
ing terminal reliability is described. Next, a method for obtain-
ing link reliability is provided on the basic assumption that the
link reliab ilit y is the result of variations in traffic flow . The
propagation mechanism of OD flow variation to link flow
variation is also clarified . Using this mechanism, the im-
provement of traffic under traffic management can be dis-
cussed. Finally, reliability analyses before and after the intro-
duction of traffic management are demonstrated among alter-
natives for an actual road nerwork.
2. TERMINAL RELIABILITY AND LINK RELIABILITY:
THE DEF1NTI10N AND SIGNIF1CANCE
According to the mathematical definition, reliability is the
probability of a device performing its purpose adequately for
the period of time intended under the operating conditions
encountered (Barlow and Proschan, 1965). In a more general
sense, reliability is the probability that a system or a unit
performs a given function for a certain time period. When a
system composed of many units is described by means of
graph theory with a set of links and nodes, the system reliabili-
ty is defined as the probability that the input node and the
output node are connected . This is called terminal reliability .
probabilit y of connectivity between two gi ven nodes . In thi s
paper, the terminal reliabilit y of road networks is defined as
the probability that rwo given nodes are connected for certain
traffic service levels for given time periods. This reliabilit y is
an indicator of alternativity and redundancy . Similarly, link
reliability is defined as the probability that the link can provide
given service levels for given time periods .
For example, when the service level is a simple ph ysical
connection between two nodes under unusual conditions, a
road nerwork at this reliability level provides traffic service by
offering vehicles alternative routes even when some part of the
network is damaged. Thus , this indicator can be used for
network invulnerability in cases of disaster such as earth-
quakes or unusual weather. However, since this indicator illus-
trates onl y simple connectiv ity, traffic conditions and tra vel
distance are not taken into consideration . Thus, if the traffic
conditions do not matter, at least minimum transport service is
available for relief goods transportation.
When the service level is smooth traffic without a heav y
delay, a road nerwork at this reliability level provides sure and
unfluctuating traffic service by offering drivers alternati ve
routes even when a certain route is down. Thus, this reliability
indicator illustrates the stability of the road nerwork perform-
ance in case of not only disaster but also traffic accidents or
maintenance construction. At the same time , this indicator can
express the network conditions where detour traffic due to
damage of some part of the nerwork affects the congestion of
another part of the network . In other words, it represents the
network service le vel which follows the failure of a network
by accidents or disaster. This indicator, therefore, can be used
for daily traffic management to enable smooth transportation .
In addition , a highl y reliable network can provide the traffic
service that ambulances and fire engines need in order to
arrive at their destinations smoothly for administering quick
medical care and preventing the escalation of disasters.
Therefore, especially in today 's cities of heavy traffic conges-
tion, it is important to increase the reliability of road nerworks .
In order to construct a highly reliable road network , road
planning requires a road nerwork reliabilit y analysis . Reliabili-

603
 ty analysis, however, requires in general a great amount of p
computation work and the computational procedure is very U = 1 - s:cnl ( 1 - aePs
n ra) . (3.6)
complicated. The next section, therefore, will present a new
efficient and practical method for estimating an approximate
value of terminal reliability. Hence, the value Rp increases monotonically with an increase
in the number of path sets from the lower bound of reliability
3. INTERSECTION METHOD: AN EFFICIENT METHOD to Esary and Proschan's upper bound of reliability.
FOR TERMINAL RELIABILITY ANALYSIS
Similarly, the value of RI decreases monotonicall y with the
This chapter presents a method for estimating terminal reliabil- increase in the number of cut sets from the upper bound of
ity, given the set of link reliability. A method for estimating reliability to the lower bound of reliability. This lower bound
link reliability is provided in the next chapter. of reliability is known as Esary and Proschan's lower bound
and is
3.1. The 1ntersection Method
As mentioned above, the terminal reliability of a road network L n* {1 - aeK.s
s-l
n (1 - ra)} , (3 .7)
is defined as the probability that two given nodes are connect-
ed for certain traffic serv ice levels for given time periods.
Reliability analysis for a network system, such as a telecom- and
munication network system, should involve in general all the
minimal path sets and cut sets regardless of their length or LsRsU. (3 .8)
cost, since the connectivity between two given nodes is more
important than the time or distance between the nodes. In the Therefore , the two functions will cross at a certain point
reliability analysis of a road network system, however, routes between Esary and Proschan's upper and lower bounds. We
expected to be used by drivers should be taken into major propose the value at the intersection as an approximation for
consideration. the reliability value.

Therefore it is necessary to choose the significant path sets and
cut sets which contribute greatly to the determination of the
reliability value in the road network reliability analysis . To
attain this, a partial network actually used by vehicles should
be excerpted from the road network . Through this excerpt
technique, the number of path sets and cut sets can he reduced .
In this paper, a new approximation method using partial
minimal path sets and cut sets is proposed (Wakabayashi and
Iida, 1993a). The two reliability functions are introduced as
p'
Rp = 1 - n ( 1 - n ra) ,
s=1 aePJ
and
3.2. Selection of the Partial Minimal Path Sets and
Cut Sets: The N-th Shortest Route Search Problem
An approximate value of reliability depends greatly on how to
select the partial minimal path sets and cut sets. This section
describes an efficient way for selecting the partial minimal
path sets and cut sets for a good approximation.
The reliability of s-th minimal path set Ps in Eq.(3.1) is
Pr {Ps} n ra'
= aeP, (3 .9)
(3.1)
Similarly, the unreliability of s-th minimal cut set /G in
Eq.(3.2) is

*. Pr {Ks} n (1
= aeJG - ra)' (3.10 )
RI = n {1 - n (1 - r a)} , (3 .2)
s=1 aeJG Rp in Eq.(3 .1) and & in Eq.(3.2) are increasing and decreasing
functions respectively with increase in the number of path sets
where r a is link reliability, and and cut sets as stated above. Thus it is expected that we can
quickly get a good approximation of reliability for a small
ra = E[Xal· (3 .3) number of the choice of path sets and cut sets , if we succes-
sively select the minimal path sets and cut sets which contrib-
Xa is a binary indicator variable for link a, as follows: ute greatly to the reliability value.
I, if link a provides given traffic service level, A logarithm of Eq.(3.9) leads to
X ={ (3.4)
a 0, otherwise. log( n ra) =log ral + log ra2 + ... + log ram , (3 .11)
"Functioning" or "failure" of links is assumed to be independ- where m is the number of links included in this minimal path
ent of each other, where "failure" is caused by natural disaster, set. From the inequality,
traffic accidents, maintenance of link, and traffic congestion;
and where every link is sufficiently long so as not to affect Os ra SI , (3 .12)
another link. Ps represents s- th minimal path set and /G de-
notes s-th minimal cut set, and the subscripts p of Rp and k of -log ra can be regarded as the virtual link length. Thus the
& stand for "path" and "cut" . And, p ' and k ' are the number of problem of finding the minimal path set with the highest reli-
partial minimal path sets and cut sets respectively and,

p ' s p , k's k, (3.5)

where p and k are the total number of minimal path sets and
minimal cut sets respectively.

The value of Rp is characterized as follows : Rp is the increas-

ing function of the number of path sets. When the number of
the minimal path sets p ' is small, Eq.(3.1) provides the lower
bound value of reliability. When all the minimal path sets are
employed in Eq .(3.1), the value Rp yields the upper bound
value of reliability. This upper bound is known as Esary and a) Original Network
Proschan's upper bound (Barlow and Proschan, 1965), and is
Fig.1 Original Network and
Dual Network which is b) Dual Network
used for finding minimal cut sets

604
ability is treated equivalently as the problem of finding the
shortest route over the network. Once the shortest route is
chosen, next, the second-shortest route should be chosen.
Therefore the problem of selecting the partial minimal path
sets is reduced to the problem of finding the N-th shortest
route over the network successively.
In the case of minimal cut sets, a dual network representation
is used since the minimal cut sets in the original network are
exactly equivalent to corresponding minimal path sets in the
dual network (See Fig.l). Here, link reliability is replaced by
(l-'a) as the virtual link length for convenient computation
work. For the selection of minimal cut sets, the same proce-
dure is followed for minimal path sets over a dual network.
3.3. Perfonnance of the Intersection Method
This section shows that the intersection method provides
sound approximations and the necessity for computational
work is extremely limited under the cases that the set of link
reliability is given. The 4X4 and 5X5 grid-type networks
shown in Fig. 2 and 3 which consist 24 and 40 links respec-
tivel y are investigated. The node pair investigated is diagonal.
The reference standard for the comparison is given using the
exact method. When the system expands, however, it is
impossible to calculate the exact value since the computational
work increases exponentially with network expansion. Thus,
approximations attained using Monte Carlo method in con-
junction with the restricted sampling technique (Kumamoto
er at. , 1977 and Henley and kumamoto, 1981) is used as the
reference standard instead.
Table 1 shows the results. Approximation values attained
using the intersection method are accurate in comparison with
the exact values. The CPU-TIME is 11200 to 1120,000 times
more efficient than the exact method and Monte Carlo method
(Wakabayashi and Iida, 1991). The increase in the Monte
Carlo method's computational time is greater than the increase
in the network scale in spite of its high accuracy. When reli-
ability is used as indicator for traffic management and new
road construction, this accuracy is suitable for practical use.
In addition, the partial minimal path sets employed in the
intersection method correspond to the existing traffic routes ,
and cut sets reflect screen lines. Thus, the reliability anal ysis
results can be used in connection with actual road planning
and traffic management.
4. ESTIMATION OF LINK RELIABILITY
The prior investigations for validity of the Intersection Method
were carried out under the condition that the set of link reli-
ability is given. Practically, however, the set of link reliability
should be given using the actual traffic characteristics.
4.1. Traffic Variation and Link Reliability
In this paper, traffic variation is assumed to dominate the
reliability of connectivity. On the basis of this assumption, the
estimation method for link reliability of connectivity will be
discussed.
Link reliability of connectivity is defined as the probability
that a link provides given traffic service levels for given time
periods. The following assumptions are considered (Waka-
bayashi and Iida, 1993b):
(1) Link reliability on link a, ra, is attributed to the sto-
chastic traffic variation. Link reliability is defined as the
probability that the demand flow on link a, Va' does not exceed
the link capacity, Ca' for given time periods. The stochastic
variation is day-to-day variations of demand flow for a given
time band.
(2) Demand flow on link varies stochastically following
OD flow variation.
(3) OD flow variation follows a normal distribution.
(4) Link capacity, Ca' is given and fixed .
With these assumptions, link reliability, 'a' is given using
'a = f ' f(ga)dg a ,
o
(4 .1)
where ga is the degree of congestion on link a such as
ga = Va / Ca , (4.2)

and f ( ga ) is the probability density function of ga'

Assuming the normal distribution for the link flow variation,
link reliability is obtained, using a coefficient of variation of
. ---+". . . --+,'---;"
+"----+".....
flow on link a, oa ( Va, and the degree of congestion, ga '

Equation (4.1) shows that the link reliability decreases with

Fig.2 4X4 Grid Network
(16 Nodes and 24 Links)
the congestion. It also shows that the link reliability increases
with an increase in the coefficient of variation of flow when
I" " the congestion is relatively heavy, and that the link reliability
decreases when the congestion is relatively light.
Fig.3 5X5 Grid Network
(25 Nodes and 40 Links)

Table 1. Comparison of Reliability Values and Cpu-times

Intersection method Exact method Monte Carlo method

Link Reliability CPU-TIME Reliability CPU-TIME' Reliability CPU-TIME
Network Reliability (Error from (Sec.) (Error from (Sec.) (Error from (Sec.)
Reference Reference Reference
Standard) Standard) Standard)

0.97717 0.97505 0.97542

All 0.9 0.033 738.092 6.698
(+0.00212) (Ref.Std.) (+0.00037)
4X4
0.19732 0.19844 0.19818
All 0.5 0.032 737.886 5.545
( -0.00112) (Ref.Std.) (-0.00026)
0.97612 0.97517
All 0.9 0.031 Incalculable 16.194
(+0.00095) (Ref.Std.)
5X5
0.11447 0.15156
All 0.5 0.045 Incalculable 12.425
(-0.03709) (Ref.Std.)

·This cpu- time is from a vector processor(FACOM VP-400E) and other cpu-times are from a general-
purpose processor(FACOM M-780).

605

4.2. Estimation of Link Flow Variation and Link Reliability
The variation in link flow originates in the variation in OD
flow. In this study, OD flows are assumed to be normally-
distributed stochastic variables, with the means Ti} and with
variances T 2a 2 . The variation in OD flow in this manner is
propagated ;~ the variation in link fl ow.
When route choice principle in traffic assignment is flow-
independent, the variation in link flow is analytically identi-
fied to be a normal distribution , using the principle of repro-
ducti vity of normal distribution . When flow dependent,
however, it is not obvious that the variation in link flow is
normal-distributed. Thus, the normal distribution in link flow
is examined using a chi-square test, the traffic condition over
the network being reenacted with traffic assignment. Conse-
quently, the variations in link flow are proved to be normally-
distributed even when the route choice principle is flow
dependent. At the same time, portions of the OD flows which
use the specific links are proved to be stable and approximate-
ly constant.
Next, a functional model explaining the variation in link flow
is developed. In this model , the coefficient of variation on
link, aa I va, is explained only with the average link flow and
the link capacity; the average link flow is estimated easily by
carrying out traffic assignments.
The variations in link flows are characterized as follows : when
link flow is small, the variation is large, and when it is large,
the variation is small and constant. These characteristics can
be explained using the decreasing function for a low number
in link flow, and the constant function for a high number in
link flow.
The coefficients of variation (COY), Oa I v a , are given using
the following function:
COY = Oa I Va = a exp [ -13 CVa I Ca + <'»] + y ,
where a, /3, y and <') are parameters.
The procedure for obtaining link reliability, 'a' is as follows :
given the average degree of congestion, va I Ca' which can be
obtained by traffic assignment, COY can be calculated using
Eq.(4 .3). With va again, standard deviation , aa' is then deter-
mined. Consequently, the probabilit y density function for
normal distribution, f ( g. ), with the mean , va I C. , and with
variances, (a. I C.)2 , is obtained. Using Eq.(4.1), link reliabil-
ity, '., is calculated.
Taking traffic flows into consideration explicitly, this method
can assess the effect that a change in traffic flow affects a
change in reliability . In addition, this method has the advan-
tage that the set of link reliability can be determined from the
results of traffic assignment with only one-time computation.
Thus, this method is capable of reliability assessment and of
comparison of alternatives of transportation planning under
the restriction of sufficient data collection.
4.3. Propagation Mechanism of OD Flow Variation
As mentioned above, the variation in OD flow is propagated to
the variation in link flow . This section formulates the propaga-
tion mechanism .
Every OD flow is assumed to obey normal distribution N(Tij ,
a;/). Assuming portions of the OD flows which use the specif-
ic links to be constant, demand link flow on link a, v., follows
normal distribution, N(v. , a. 2 ) . The mean v. and the variance
aa 2 are expressed as follows :
V. = ~ P.i}· Ti}' ,
(~ j)
aa 2 = ~ Pai/ O ;/ + ~ LP.,}" P.(i})' ail' (i})'
(~j) ( ~ j )( j. j)'
where P.ij is the portion of the traffic Ti} which uses link a; and
a ij (ij)' is a covariance of OD flows between OD pairs
(i,j) and (i,j) '.
With this mechanism, the variation in OD flow is propagated
to the variation in link flow. When link reliability depends on
the variation in link flow and when a. is reduced effectivel y,
the possibility of traffic management for a highly reliable roac
network is increased .
5. IMPROYEMENT OF TERMINAL RELIABILITY
WITH ONE-WAY SCHEME
This section discusses the reduction of variation in link flows ,
introducing the one-way scheme as static traffic management.
Before demonstrating the improvement in reliability, the
mechanism of improvement in reliability is discussed.
5.1. Mechanism of Improvement in Reliability
Suppose two parallel dual-directional streets, link a and link
b, and consider, for example, two north-south one-way streets
as an alternative . The variations in link flows are expressed as
N(V. , aa 2) and N(vb' O b2).
Another expression for link reliability is
'. = Fs [( C. - va ) I a.] , (4. 6)
using probability distribution function Fs(.) for the probabil ity
density functionf,( .) of standard normal distribution .
Introducing the one-way scheme, a two parallel dual-
directional-street system changed into a two single-direction-
al-street system. New traffic flow, vA ' is merged from dis-
persed flows . The variation in link flow of the same direction
is given as N(VA' a A2) and,
(4. 7)
OA
2
= ( I.~.} ) PAl ai/ + , ~L , PAij PA(ij)' aiJ{ij)"
( I.})( q )
(4.8)
From the composition of the portion of lin k usage ,
(4.3) (4.9)
VA =va + vb ' (4.10)
and
a} = aa 2 + Ob
2
+ 2 L Pail' Pb,}', a i}2
(~j )
+ (~~){7jS,P.I} Pb(ij)' + Pb,} P.(ij)' )aij(ij)' (4 .11)
= Oa 2 +ab2 + R + Q , (4.12)
are obtained. New link reliability, rA ' is
= FA {( Ca + Cb )-( V. + Vb)} 1(0. 2 + Ob 2 + R + Q)II2] .
... (4.13)
Since the denominator in the blanket in (4.13) increases linear-
ly with the summation of link a and link b, and the numerator
increases with square-root magnitude, the link reliability 'A
becomes larger than before. Introducing the one-way scheme,
however, the two parallel road~ system becomes a single road
system, and the term mal reliability has a trade-off relationship
between a single highl y reliable system and two parallel
~edundant system . Thus, a hypothetical one-way scheme is
mtroduced to the actual road network , and the improvement of
terminal reliability is demonstrated.
5.2 Improvement in reliability for an Actual Network
The Kyoto City network .consisting of 95 nodes (including 12
dummy nodes) and 290 links Will serve as the demonstration
network. Before investig~ting the effect of introducing traffic
(4.4)
management, the condlllon of current network is reenacted
using traffic assignment with the actual OD matrix data and is
, (4.5) evaluated using the aforementioned reliability analysis 'With a
set .of link flow and. link capa~i~y that is an output of the traffic
assignment: Term mal reliability that two given nodes are
conne~ted with smooth traffic. service l~vel without a heavy
delay IS evaluated usmg combmed the link reliability estima-
tion method and the Intersection Method described in the
606
previous sections. With this procedure, the problems for the
current network are picked up and the countermeasures of
traffic management are designed.
Diagonal node pair, (5,70), north-south node pair, (3,80) and
east-west node pair, (22,29), are investigated as typical node
pairs among many node pairs. Figure 4 shows the Kyoto City
network and it also shows the links where the link reliability is
less than 0.5; circles in Fig. 4 indicate that the link reliability
of both directions is less than 0.5 and triangles depict the link
reliability of illustrated direction is less than 0.5. Most of the
links with lower reliability distribute in the southern part of the
network and . are north-south directional links. The first
column shows the terminal reliability for the investigated node
pairs. The diagonal and north-south terminal reliability is
relatively low, being reflected by the lower reliability of
north-south links in the southern network.
Therefore, the one-way scheme is introduced for north-south
direction shown in Fig. 5. Links with arrows represent the
hypothetical one-way system introduced. The results after the
introduction of the one-way scheme are summarized in the
second column in Table 2. Apparently, the terminal reliability
is improved for the north-south direction: Values for the
terminal reliability are improved from 0.718, 0.901 and 0.699
to 1.000, 0.919 and 1.000 for the diagonal node pair, the east-
west node pair and north-south node pair respectively.
however, that the introduction of one-way scheme improves
or impair another direction. It requires more analysis. Howev-
er, the same procedure proposed in this paper can be used for
the further analysis.
6. CONCLUSION
The reliability of road networks has been proposed as a new
indicator of road network management and construction. This
paper discussed the advantage and benefit of increasing the
reliability of a road network. The terminal reliability has been
defined in this study as the probability that two given nodes
over network is connected with a given service level of traffic.
The method named Intersection Method for estimating the
terminal reliability has been proposed. The intersection
method provides sound approximations and the necessity for
computational work is extremely limited due to the incorpora-
tion of non-Boolean absorption and the use of partial minimal
path sets and cut sets. The CPU-TIME is 1/200 to 1/20,000
times more efficient than the exact method and Monte Carlo
method. Since it is simplistic and easily calculable, the inter-
section method can be applied to a large scale road network.
Next, the method for estimating the link reliability is de-
scribed. The road network reliability analysis should include
the phenomenon in its procedure that the change in path flows

The one-way scheme for the north-south direction also

improves the east-west traffic flow. This is because the traffic Table 2. Terminal Reliability Before and After
One-Way Scheme
for the north-south direction detouring to use the east -west
streets are channeled into one-way streets, since the north-
south direction was congested before introducing one-way Before After
Node Pairs
scheme. In addition, the traffic for the east-west direction One- Way Scheme
becomes to use north-south streets that are less congested
after the one-way scheme on its way. Consequently the
congestion of the east-west streets is alleviated. (1) Diagonal Node Pair (5,70) 0.718 1.000
(2) East-West Node Pair (22,29) 0.901 0.919
From these investigations, it was found that the introduction of (3) North-South Node Pair (3,80) 0.699 1.000
one-way scheme can improve the terminal reliability for the
same direction along the one-way scheme. It is not clear,

"

.. .. •• • T
..
I •
... II ..
,

.. .. " .. I •
..
.. .. .. ..
.. .....-- IT

"
.. • I ••

Fig.4 Analyzed network with 95 nodes and Fig.5 Introduction of the one-way scheme
290 links; circles indicate that the link and analyzed node pairs.
reliability of both directions is less than
0.5 and triangles depict the link reliability
of illustrated direction is less than 0.5.

607
affects the change in reliability. Only this procedure can
consider the effect of traffic management upon the change in
reliability including traffic control and information of route
guidance. In this study, link reliability is determined by the
assumption that it is the result of variations in link flow . A
function model that explains the coefficient of variation
(COV) in link flow only from average traffic flow and link
capacity is developed. Using this function model , variance on
link flow is estimated for every link over the network. With
traffic flow, variance of flow and link capacity, the link reli-
ability can be obtained easily.
Taking traffic flows into consideration explicitly, this method
can assess the effect that a change in traffic flow affects a
change in reliability . In addition , this method has the advan-
tage that the set of link reliability can be determined from the
results of traffic assignment with only one-time computation.
Thus, this method is capable of reliability assessment and of
comparison of alternatives of transportation planning under
the restriction of sufficient data collection.
Next, the propagation mechanism of OD flow vanallon was
clarified. Using this mechanism, improvement in reliability
with the introduction of traffic management can be discussed.
Using combined the link reliability estimation method and the
Intersection Method, link reliability and terminal reliability of
the actual network is evaluated. With this procedure, the
problems for the current network are picked up and the coun-
termeasures of traffic management are designed. Finally, the
one-way scheme is introduced as the countermeasure . Three
typical node pairs were focused on before and after introduc-
ing the scheme. It was found that the one-way scheme im-
proved not only the same direction along the one-way scheme
introduced but also another directional traffic flow .
When the one-way scheme is actually implemented, further
investigation will be required for other node pairs and broader
608
socio-economic effects . Traffic management includes many
schemes, such as traffic control, traffic regulation, and traffic
information systems. This paper dealt with the effect of the
one-way scheme . Further research for improving the reliabili-
ty using other traffic management schemes should be required .
In such researches, the methods developed in this study will be
useful.
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