Fundamentals

of
Traffic Flow
and
Queueing Theory
Subtopics

• APPLIED QUEUEING MODELS

• QUEING THEORY
• TRAFFIC DELAY COMPUTATIONS
It is important to realize that the
primary function of a highway is to
provide mobility. The analysis of
vehicle traffic provides the basis for
measuring the operating performance
of highways. In undertaking such an
analysis, the various dimension of
traffic or parameters must be
addressed.
TRAFFIC STREAM
PARAMETERS
• Traffic Flow is the theory developed based on flow of vehicle
on the lane, and its connections with other vehicles, pedestrians,
signals, present on the road.
• Speed of a vehicle is defined as the distance it travels per unit
of time. Most of the time, each vehicle on the roadway will have
a speed that is somewhat different from those around it.
• Density refers to the number of vehicles present on a given
length of roadway. Normally, density is reported in terms of
vehicles per mile or vehicles per kilometer.
BASIC TRAFFIC
STREAM MODELS
1. Speed – Density
Model

This speed is referred to as the free-flow

speed the vehicle speed is not inhibited by the
inhibited by the presence of other vehicles.
Speed-Density
Relationship
Max speed 0 density

uf
Max density 0 speed
 k 
u  u f 1  
 k 
Speed

 j 

Density kj
7
Speed-Density
Relationship
90
80
Average speed (mph)

70
60
50
40
30
20
10
0
0 20 40 60 80 100 120

D e nsity (p cp m p l)
2.Flow – Density
Model

The maximum flow rate, represents the

highest rate of traffic flow that the highway is
capable of handling. This is referred to as the
traffic flow at capacity, or simply the capacity of
the roadway.
 Flow-Density
Relationship
Flow

qcap Optimum density

 k 

u  u f 1  and q  ku
 k 
 j 
uf
 q  uf k  k2
kj
kcap kj Density
Flow-Density
Relationship
3000
2500
Flow (pcphpl)

2000

1500
1000
500
0
0 20 40 60 80 100 120

Density (pcpmpl)
Flow – density
(and speed)
qm

Slope of these
Flow (veh/hr)

lines is the space

B mean speed at
this density

0
0 km KB kj
Concentration (veh/mi) Do the dimensional analysis
Flow-Density
Example

If the spacing between vehicles is 500 feet

what is the density?

d = 1/k k = 1/d = 1 veh/500 feet

= 0.002 vehicles/foot = 10.6 veh/mile
Flow-Density
Example

If the space mean speed is 45.6 mph, what

is the flow rate?

q = kus = (10.6 veh/mile)(45.6 mph) = 481.5 veh/hr

3.Speed- Flow
Model

This model gives a parabolic function.

It shows that the two speeds are possible
for flows, up to the highway’s capacity.
Speed-Flow
Relationship
uf
Speed

“Optimal” speed
for flow
maximization
ucap
 k 
u  u f 1   and q  ku
 k 
 j 
kj
 q  k ju  u2
uf
qcap= kcapucap
qcap Flow
Speed-Flow
Relationship
90
A verage speed (m ph)

80
70
60
50
40
30
20
10
0
0 500 1000 1500 2000 2500
F lo w (p cp h p l)
 Example

A section highway is known to have a free-

flow speed of 55mi/h (88.5 km/h) and a
capacity of 3300 veh/h. In a given hour, 2100
vehicles were counted at a specified point along
this highway section. What would you estimate
the space-mean speed of these 2100 vehicles
to be?
SOLUTION:
4.Poisson Model

Models that account for the nonuniformity

of flow are derived by assuming that the
pattern of vehicle arrivals (at a specified point)
corresponds to some random process.
 Example

An observer counts 360 veh/h at a specific

highway location. Assuming that the arrival of
vehicles at this highway location is Poisson
distributed, estimate the probabilities of having
0, 1, 2, 3, 4 and 5 or more vehicles arriving
over a 20-second time interval.
SOLUTION:
Queuing Theory and
Traffic Flow Analysis
Queuing Theory and
Traffic Flow Analysis

• The formation of traffic queues during congested

periods is a source of considerable time delay and
results in a loss of highway performance.
• As is well known, the problem of queuing is not
unique to traffic analysis. Many non-transportation
fields, such as the design and operation of industrial
plants, retail stores, service-oriented industries, and
computer network, must also give serious
consideration to the problem of queuing.
Queuing Theory

The theoretical study of waiting lines, expressed in

mathematical terms
input server output

queue

Delay= queue time +service time

Typical cases where
queuing is important
• Bottle necks – capacity reductions
– Lane closures for work zones on multi-
lane facilities
– Toll booths
– Where else would we experience a line
in traffic?
 Deterministic
queuing model
• Treats the bottle neck like a funnel
• Assumptions
– Constant headways through out analysis period – what does this
imply about density?
– Capacity does not vary with traffic flow variable (speed, density or
flow)
Deterministic queuing
treats the waiting line
as if it has no length
 Dimensions of
Queuing Models
Queuing models are derived from underlying
assumptions regarding arrival patterns, departure
characteristics, and queue disciplines.
1.Equal time intervals (derived from the assumption of
uniform, deterministic arrivals)
2.Exponentially distributed time intervals (derived from
the assumption of Poisson-distributed arrivals)
D/D/1 Queuing

The case of deterministic arrivals and

departures with one departure channel (D/D/1
queue) is an excellent starting point in
understanding queuing models because of its
simplicity. The D/D/1 queue lends itself to an
intuitive graphical or mathematical solution.
Example
SOLUTION:
M/D/1 Queuing

The assumption of exponentially

distributed times between the arrivals of
successive vehicles (Poisson arrivals) will, in
some cases, give a more realistic
representations of traffic flow than the
assumption of uniformly distributed arrival
times.
 M/M/N

A more general formulation of the M/M/1

queue is the M/M/N queue, where N is the total
number of departure channels. M/M/N queuing
is a reasonable assumption at toll booths on
turnpikes or at toll bridges, where there is often
more than one departure channel available
(more than one toll booth open).
 M/M/1

A queuing model that assumes one

departure channel and exponentially distributed
departure times in addition to exponentially
distributed arrival times (an M/M/1 queue) is
applicable in some traffic applications.
• AVERAGE NUMBER OF VEHICLES IN THE SYSTEM

𝜆
𝐿=
µ−𝜆
• AVERAGE WAITING TIME IN THE QUEUE

𝜆
𝜔=
µ(µ − 𝜆)
• AVERAGE NUMBER OF VEHICLES IN THE SYSTEM
1
𝑡=
µ
• AVERAGE TOTAL WAITING TIME PER VEHICLE
1
𝑇 =𝜔+𝑡 =
µ−𝜆
• AVERAGE NUMBER OF VEHICLES IN THE WAITING
LINE
𝜌2
𝑄 = 𝜆𝜔 =
1−𝜌
• PROBABILITY THAT ANOTHER VEHICLE ARRIVES
WITHIN THE NEXT TIME “t” TIME

𝑃 = 1 − 𝑒 −𝜆𝑡
• PROBABILITY THAT EXACTLY “x” VEHICLES WILL
ARRIVE

𝜆𝑥 𝑒 −𝜆
𝑃=
𝑥!
 Problem
The mean time between arrivals of customer in Kendall’s
Parlor is 3 minutes.
Assuming M/M/1 queueing model.
1. Evaluate the average arrival rate
2. If a customer has already arrived in the parlor, what is the
probability that the next customer will come after 10
minutes?
3. Find the probability that exactly 12 customers will arrive in
one-hour.
 Problem
In a certain toll gate of an expressway, the average rate of
arrivals is 12 vehicles per hour. The gate can only serve at a rate
of one(1) vehicle every four(4) minutes. Assuming that the
arrival and service pattern follow Poisson’s distribution.

1. Determine the average number of vehicles in the system.

2. Determine the average waiting time in the queue.
3. Determine the average time it takes to be served.
4. Determine the average total waiting time per vehicle.
5. Determine the average number of vehicles in the waiting line.
“THE END”

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