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Traffic wave

About: Traffic wave is a research topic. Over the lifetime, 2106 publications have been published within this topic receiving 62117 citations. The topic is also known as: phantom traffic jam & ghost jams.


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Proceedings ArticleDOI
28 Sep 2010
TL;DR: Genetic algorithm taking current queue length as its input then it will output the optimized green time for the intersection which is further improved with the introduced of the incoming traffic flow during red time of each phase.
Abstract: Traffic flow control optimization in the traffic light systems is studied for improvement in this paper. Traffic light systems are built to control the traffic flows at the intersections to ensure the fluency of traffic flow within the traffic network. The increasing traffic flows that cannot be supported by the current traffic light systems cause lengthen of queue length at the intersection. The effect of queue length, green time, cycle time and amber time in the traffic system is observed and studied through simulations. Longer green time will pass through more vehicles, but it will increase the cycle time at the same time which causes more vehicles to accumulate at the intersection during the waiting time. Genetic algorithm is introduced in this paper for the optimization of the traffic flow control as its ability to find the optimized solution in its self tuning process. Genetic algorithm taking current queue length as its input then it will output the optimized green time for the intersection. The result of Genetic algorithm is further improved with the introduced of the incoming traffic flow during red time of each phase.

60 citations

01 Jan 1999
TL;DR: The observations allow one to suggest that there are at least two phenomena of "self-organization without bottlenecks" in real traffic flow: (1) spontaneous formation of a local region of synchronized traffic flow in initially free traffic flow; and (2) spontaneous Formation of a traffic jam in synchronized trafficflow.
Abstract: This paper contains the results of experimental observations of the phenomena of self-organization in traffic flow on German highways. The observations allow one to suggest that there are at least two phenomena of "self-organization without bottlenecks" in real traffic flow: (1) spontaneous formation of a local region of synchronized traffic flow in initially free traffic flow; and (2) spontaneous formation of a traffic jam in synchronized traffic flow. A theory of congested traffic flow which may qualitatively explain these and other diverse effects of self-organization in real traffic flow is discussed.

59 citations

Journal ArticleDOI
TL;DR: Two new traffic models based on vehicular traffic are developed and applied on the Apollonian network and the Swiss road network, using an electrical analog, using ohmic and non-ohmic resistors and a herding model based on human driving behavior, to study how a traffic jam spreads on complex networks.
Abstract: Here we study how a traffic jam spreads on complex networks when driven by an increasing flux between certain initial and final points. For that purpose, we developed two new traffic models based on vehicular traffic and applied them on the Apollonian network and the Swiss road network. The first model is an electrical analog, using ohmic and non-ohmic resistors which is a classical approach in Physics while the second one which we call the herding model, is based on human driving behavior. For both models, we study the sequence of clogged roads up to the traffic gridlock and display the fragilities of the network. In the electrical model, by increasing the external potential, resistors burn out, as the voltage drop between the ends increases above a certain threshold. Analyzing both models, we observed some power-law functions that occur only near a traffic gridlock as well as the dependence on topological features of the network and influence on flux and the robustness in Apollonian networks of different generations.

58 citations

Journal ArticleDOI
H.B. Zhu1
TL;DR: It is shown that the DBL has the advantage of freeing buses from traffic interference and also has the disadvantage of disrupting traffic, and the IBL is more efficient in improving the bus flow than ordinary two-lane traffic and maintaining the car flow at a higher level at the same time than the D BL.
Abstract: Based on the cellular automaton traffic flow model and the concept of public transport priority, a two-lane traffic model with an intermittent bus lane is proposed and the properties of urban traffic flow are studied. The cases of traffic with a dedicated bus lane (DBL), an intermittent bus lane (IBL) and an ordinary two-lane traffic are simulated, and comparisons in the form of the fundamental diagrams and the velocity–density profiles are made between them. It is shown that the DBL has the advantage of freeing buses from traffic interference and also has the disadvantage of disrupting traffic, the IBL is more efficient in improving the bus flow than ordinary two-lane traffic and maintaining the car flow at a higher level at the same time than the DBL, while the ordinary two-lane traffic suppresses public transportation and is not advantageous in easing urban traffic congestion. Also it is indicated that the DBL is only appropriate for low traffic flow in a two-lane traffic system, and this limitation can be partly overcome by opening the bus lane to general traffic intermittently when the bus lane is not in use by buses.

58 citations

Journal ArticleDOI
TL;DR: In this article, the authors discuss the mathematical properties of two classes of continuum models that extend the basic kinematic wave model of Lighthill and Whitham, and Richards (LWR), and show that both lower and higher order models can be reduced to a kinematics wave model with an effective fundamental diagram.
Abstract: This paper discusses the mathematical properties of two classes of continuum models that extend the basic kinematic wave model of Lighthill and Whitham, and Richards (LWR)—lower-order and higher-order continuum models. While the differences among the discussed models are pointed out and contrasted, the emphasis is on their commonality. In the latter we found that 1) both classes of models, including the basic kinematic wave model, can violate the anisotropic property of traffic flow, 2) both types of models produce waves non-existent in the LWR model, and 3) both lower and higher order models can be reduced to a kinematic wave model with an effective fundamental diagram. It can therefore be said that the two classes of models are much more closely related than their appearances had led people to believe. The paper concludes with a discussion on the treatment of inhomogeneities and a proposal of a proper procedure for experimentally validating any continuum traffic flow models.

57 citations


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Performance
Metrics
No. of papers in the topic in previous years
YearPapers
202314
202237
202120
202017
201919
201822