0% found this document useful (0 votes)
303 views21 pages

Module 3 Handout 1

This document discusses models for describing traffic flow parameters. It introduces the speed-density, flow-density, and speed-flow models, which describe the relationships between traffic speed, flow (volume), and density. The models show that speed decreases as density increases due to vehicle interactions, while flow increases with density up to a maximum capacity level. The fundamental diagram graphs the relationship between flow and density, showing that flow is highest at an optimal density and decreases at both very low and very high densities.
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
0% found this document useful (0 votes)
303 views21 pages

Module 3 Handout 1

This document discusses models for describing traffic flow parameters. It introduces the speed-density, flow-density, and speed-flow models, which describe the relationships between traffic speed, flow (volume), and density. The models show that speed decreases as density increases due to vehicle interactions, while flow increases with density up to a maximum capacity level. The fundamental diagram graphs the relationship between flow and density, showing that flow is highest at an optimal density and decreases at both very low and very high densities.
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
You are on page 1/ 21

3

Traffic Stream
Models

Outline

3. Traffic Stream Models


3.1 Spot-Density Model
3.2 Flow-Density Model
3.3 Speed-Flow Model
3.4 Fundamental Diagram of Traffic Flow
3.5 Mathematical Relationships Describing Traffic Flow
3.6 Sample Computations

Learning Outcomes
1. Explain the speed-flow-density relationship;
2. Understand the fundamental diagram of traffic flow; and
3. Apply the knowledge in calculus in exploring Greenshield’s and Greenberg model
INTRODUCTION
While the preceding definitions and relationships provide the basis for the measurement
and calculation of traffic stream parameters, it is also essential to understand the interaction of
the individual macroscopic measures in order to fully analyze the operational performance of
traffic streams. The models that describe these interactions are discussed in the following
sections, and it will be shown that Eq. 1 serves the important function of linking specific models
of traffic into a consistent, generalized model.

𝑞 = 𝑢𝑘 Equation 1

where

q = flow, typically in units of veh/h,


u = speed (space-mean speed), typically in units of mi/h, and
k = density, typically in units of veh/mi.

Based on the definitions presented, a simple identity provides the basic relationship
among traffic flow, speed (space-mean), and density (denoting space-mean speed, us as
simply u for notational convenience).

3.1 SPEED-DENSITY MODEL


The most intuitive starting point for developing a consistent, generalized traffic
model is to focus on the relationship between speed and density. To begin, consider a
section of highway with only a single vehicle on it. Under these conditions, the density
(veh/mi) will be very low and the driver will be able to travel freely at a speed close to the
design speed of the highway. This speed is referred to as the free-flow speed because vehicle
speed is not inhibited by the presence of other vehicles. As more and more vehicles begin to
use a section of highway, the traffic density will increase and the average operating speed
of vehicles will decline from the free-flow value as drivers slow to allow for the maneuvers
of other vehicles. Eventually, the highway section will become so congested (will have
such a high density) that the traffic will come to a stop (u = 0), and the density will be
determined by the length of the vehicles and the spaces that drivers leave between them.
This high-density condition is referred to as the jam density.
One possible representation of the process described above is the linear relationship
shown in Fig. 1. Mathematically, such a relationship can be expressed as
𝑘
𝑢 = 𝑢𝑓 (1 − 𝑘 ) Equation 2
𝑗

where

u = space-mean speed in mi/h,


uf = free-flow speed in mi/h,
k = density in veh/mi, and
kj = jam density in veh/mi.

Figure 1 Illustration of a typical linear speed–density relationship.

The advantage of using a linear representation of the speed–density relationship is


that it provides a basic insight into the relationships among traffic flow, speed, and density
interactions without clouding these insights by the additional complexity that a nonlinear
speed–density relationship introduces. However, it is important to note that field studies
have shown that the speed–density relationship tends to be nonlinear at low densities and
high densities (those that approach the jam density). In fact, the overall speed–density
relationship is better represented by three relationships: (1) a nonlinear relationship at low
densities that has speed slowly declining from the free-flow value, (2) a linear relationship
over the large medium-density region (speed declining linearly with density as shown in Eq.
2), and (3) a nonlinear relationship near the jam density as the speed asymptotically
approaches zero with increasing density. For the purposes of exposition, we present only
traffic stream models that are based on the assumption of a linear speed–density
relationship.
3.2 FLOW-DENSITY MODEL
Using the assumption of a linear speed–density relationship as shown in Eq. 5.15, a
parabolic flow-density model can be obtained by substituting Eq. 2 into Eq. 1:

𝑘2
𝑞 = 𝑢𝑓 (𝑘 − 𝑘 ) Equation 3
𝑗

where all terms are as defined previously.

Figure 2 Illustration of the parabolic flow-density relationship

The general form of Eq. 3 is shown in Fig. 2. Note in this figure that the maximum flow
rate, qcap, 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. The traffic
density that corresponds to this capacity flow rate is kcap, and the corresponding speed is ucap.
Equations for qcap, kcap, and ucap can be derived by differentiating Eq. 3, because at maximum flow

𝑑𝑞 2𝑘
= 𝑢𝑓 (1 − 𝑘 ) = 0 Equation 4
𝑑𝑘 𝑗

and because the free-flow speed (uf) is not equal to zero,

𝑘𝑗
𝑘𝑐𝑎𝑝 = Equation 5
2

Substituting Eq. 5 into Eq. 2 gives

𝑘 𝑢𝑓
𝑢𝑐𝑎𝑝 = 𝑢𝑓 (1 − 2𝑘𝑗 ) = Equation 6
𝑗 2

and using Eq. 4 and Eq. 5 in Eq. 1 gives

𝑢𝑓 𝑘𝑗
𝑞𝑐𝑎𝑝 = 𝑢𝑐𝑎𝑝 𝑘𝑐𝑎𝑝 = Equation 7
4
3.3 SPEED-FLOW MODEL

Again returning to the linear speed–density model (Eq. 2), a corresponding speed-flow
model can be developed by rearranging Eq. 2 to
𝑢
𝑘 = 𝑘𝑗 (1 − 𝑢 ) Equation 8
𝑓

and by substituting Eq. 8 into Eq. 1,

𝑢2
𝑞 = 𝑘𝑗 (𝑢 − 𝑢 ) Equation 9
𝑓

Figure 3 Illustration of the parabolic speed–flow relationship

The speed-flow model defined by Eq. 9 again gives a parabolic function, as shown in Fig. 3. Note
that Fig. 3 shows that two speeds are possible for flows, q, up to the highway’s capacity, qcap
(this follows from the two densities possible for given flows as shown in Fig. 2). It is desirable, for
any given flow, to keep the average space-mean speed on the upper portion of the speed-flow
curve (above ucap). When speeds drop below ucap, traffic is in a highly congested and unstable
condition.

3.4 FUNDAMENTAL DIAGRAM OF TRAFFIC FLOW


The relationship between the density (veh/mi) and the corresponding flow of traffic on a
highway is generally referred to as the fundamental diagram of traffic flow. The following theory
has been postulated with respect to the shape of the curve depicting this relationship:
1. When the density on the highway is 0, the flow is also 0 because there are no vehicles on
the highway.
2. As the density increases, the flow also increases.
3. However, when the density reaches its maximum, generally referred to as the jam density
(kj), the flow must be 0 because vehicles will tend to line up end to end.
4. It follows that as density increases from 0, the flow will also initially increase from 0 to a
maximum value. Further continuous increase in density will then result in continuous
reduction of the flow, which will eventually be 0 when the density is equal to the jam
density. The shape of the curve therefore takes the form in Fig. 4.

Figure 4 Fundamental Diagrams of Traffic Flow

Data have been collected that tend to confirm the argument postulated above but there
is some controversy regarding the exact shape of the curve. A similar argument can be postulated
for the general relationship between the space mean speed and the flow. When the flow is very
low, there is little interaction between individual vehicles. Drivers are therefore free to travel at
the maximum possible speed. The absolute maximum speed is obtained as the flow tends to 0,
and it is known as the mean free speed (uf). The magnitude of the mean free speed depends on
the physical characteristics of the highway. Continuous increase in flow will result in a continuous
decrease in speed. A point will be reached, however, when the further addition of vehicles will
result in the reduction of the actual number of vehicles that pass a point on the highway (that is,
reduction of flow). This results in congestion, and eventually both the speed and the flow become
0. Figure 4c shows this general relationship. Figure 4b shows the direct relationship between
speed and density.
From Eq. 1, space mean speed is flow divided by density which makes the slopes of lines
0B, 0C, and 0E in Figure 4a represent the space mean speeds at densities kb, kc, and ke,
respectively. The slope of line 0A is the speed as the density tends to 0 and little interaction exists
between vehicles. The slope of this line is therefore the mean free speed (u f); it is the maximum
speed that can be attained on the highway. The slope of line 0E is the space mean speed for
maximum flow. This maximum flow is the capacity of the highway. Thus, it can be seen that it is
desirable for highways to operate at densities not greater than that required for maximum flow.

3.5 MATHEMATICAL RELATIONSHIPS DESCRIBING TRAFFIC FLOW


Mathematical relationships describing traffic flow can be classified into two general
categories—macroscopic and microscopic—depending on the approach used in the
development of these relationships. The macroscopic approach considers flow density
relationships whereas the microscopic approach considers spacings between vehicles and speeds
of individual vehicles.

Macroscopic Approach
The macroscopic approach considers traffic streams and develops algorithms that relate
the flow to the density and space mean speeds. The two most commonly used macroscopic
models are the Greenshields and Greenberg models.

3.5.1 Greenshield’s Model


Greenshields carried out one of the earliest recorded works in which he studied the
relationship between speed and density. He hypothesized that a linear relationship existed
between speed and density which he expressed as
𝑢
𝑢𝑠 = 𝑢𝑓 − 𝑘𝑓 𝑘 Equation 10
𝑗

Corresponding relationships for flow and density and for flow and speed can be developed.
Since q = usk, substituting q>us for k in Eq. 10 gives

𝑢
𝑢𝑠2 = 𝑢𝑓 𝑢𝑠 − 𝑘𝑓 𝑞 Equation 11
𝑗

Also substituting q/k for us in Eq. 11 gives

𝑢
𝑞 = 𝑢𝑓 𝑘 − 𝑘𝑓 𝑘 2 Equation 12
𝑗

Eqs. 11 and 12 indicate that if a linear relationship in the form of Eq. 10 is assumed for speed and
density, then parabolic relationships are obtained between flow and density and between flow
and speed. The shape of the curve shown in Figure 4a will therefore be a parabola. Also, Eqs. 11
and 12 can be used to deter- mine the corresponding speed and the corresponding density for
maximum flow.
Consider Eq. 11:

𝑢𝑓
𝑢𝑠2 = 𝑢𝑓 𝑢𝑠 − 𝑞
𝑘𝑗

Differentiating q with respect to us,

𝑢𝑓 𝑑𝑞
2𝑢𝑠 = 𝑢𝑓 −
𝑘𝑗 𝑑𝑢𝑠

that is

𝑑𝑞 𝑘𝑗 𝑘𝑗 𝑘𝑗
= 𝑢𝑓 − 2𝑢𝑠 = 𝑘𝑗 − 2𝑢𝑠
𝑑𝑢𝑠 𝑢𝑓 𝑢𝑓 𝑢𝑓

For maximum flow,

𝑑𝑞 𝑘 𝑢𝑓
=0 𝑘𝑗 = 2𝑢𝑠 𝑢 𝑗 𝑢0 = Equation 13
𝑑𝑢𝑠 𝑓 2

Thus, the space mean speed uo at which the volume is maximum is equal to half the free mean
speed.

Consider Eq. 12:

𝑢𝑓 2
𝑞 = 𝑢𝑓 𝑘 − 𝑘
𝑘𝑗

Differentiating q with respect to k,

𝑑𝑞 𝑢𝑓
= 𝑢𝑓 − 2𝑘
𝑑𝑘 𝑘𝑗

For maximum flow,

𝑑𝑞 𝑢𝑓 𝑘𝑗
𝑑𝑘
=0 𝑢𝑓 = 2𝑘 𝑘 2
= 𝑘0 Equation 14
𝑗
Thus, at the maximum flow, the density ko is half the jam density. The maximum flow for the
Greenshields relationship can therefore be obtained from Eqs. 1, 10, and 11, as shown in Eq. 15:

𝑘𝑗 𝑢𝑓
𝑞𝑚𝑎𝑥 = Equation 15
4

3.5.2 Greenberg Model


Several researchers have used the analogy of fluid flow to develop macroscopic
relationships for traffic flow. One of the major contributions using the fluid-flow analogy was
developed by Greenberg in the form

𝑘𝑗
𝑢𝑠 = 𝑐 𝑙𝑛 Equation 16
𝑘

Multiplying each side of Eq. 16 by k,

𝑘𝑗
𝑢𝑠 𝑘 = 𝑐𝑘 𝑙𝑛 ; 𝑢𝑠 𝑘 = 𝑞
𝑘

Differentiating q with respect to k,

𝑑𝑞 𝑘𝑗
= 𝑐 𝑙𝑛 − 𝑐
𝑑𝑘 𝑘

For maximum flow

𝑑𝑞
=0
𝑑𝑘

then,

𝑘
𝑙𝑛 𝑘𝑗 = 1 Equation 17
0

Substituting 1 for (kj /ko) in Eq. 16

𝑢0 = 𝑐

Thus, the value of c is the speed at maximum flow.


3.5.3 Model Application

Use of these macroscopic models depends on whether they satisfy the boundary criteria
of the fundamental diagram of traffic flow at the region that describes the traffic conditions. For
example, the Greenshields model satisfies the boundary conditions when the density k is
approaching zero as well as when the density is approaching the jam density kj. The Greenshields
model can therefore be used for light or dense traffic. The Greenberg model, on the other hand,
satisfies the boundary conditions when the density is approaching the jam density but it does not
satisfy the boundary conditions when k is approaching zero. The Greenberg model is therefore
useful only for dense traffic conditions.

3.5.4 Calibrations of Macroscopic Traffic Flow Models

The traffic models discussed thus far can be used to determine specific characteristics,
such as the speed and density at which maximum flow occurs, and the jam density of a facility.
This usually involves collecting appropriate data on the particular facility of interest and fitting
the data points obtained to a suitable model. The most common method of approach is
regression analysis. This is done by minimizing the squares of the differences between the
observed and expected values of a dependent variable. When the dependent variable is linearly
related to the independent variable, the process is known as linear regression analysis. When the
relationship is with two or more independent variables, the process is known as multiple linear
regression analysis.

If a dependent variable y and an independent variable x are related by an estimated


regression function, then

𝑦 = 𝑎𝑥 + 𝑏 Equation 18

The constants a and b could be determined from Eqs. 18 and 19.

1 𝑏
𝑎 = 𝑛 ∑𝑛𝑖=1 𝑦𝑖 − 𝑛 ∑𝑛𝑖=1 𝑥𝑖 = 𝑦̅ − 𝑏𝑥̅ Equation 19

1
∑𝑛 𝑛 𝑛
𝑖=1 𝑥𝑖 𝑦𝑖 −𝑛(∑𝑖=1 𝑥𝑖 )(∑𝑖=1 𝑦𝑖 )
𝑏= 1 2 Equation 20
∑𝑛 2 𝑛
𝑖=1 𝑥𝑖 −𝑛(∑𝑖=1 𝑥𝑖 )

where

n = number of sets of observations


xi = ith observation for x
yi =ith observation for y
A measure commonly used to determine the suitability of an estimated regression function is the
coefficient of determination (or square of the estimated correlation coefficient) R2, which is given
by

∑𝑛 (𝑌 −𝑦̅)2
𝑅2 = ∑𝑖=1 𝑖
𝑛 (𝑦 −𝑦
̅)2
Equation 21
𝑖=1 𝑖

where Yi is the value of the dependent variable as computed from the regression equations.
The closer R2 is to 1, the better the regression fits.

3.6 SAMPLE COMPUTATIONS


EXAMPLE 1. APPLICATION OF SPEED–FLOW–DENSITY RELATIONSHIPS

A section of highway is known to have a free-flow speed of 55 mi/h and a capacity of 3300
veh/h. In a given hour, 2100 vehicles were counted at a specified point along this highway section.
If the linear speed–density relationship shown in Eq. 2 applies, what would you estimate the
space-mean speed of these 2100 vehicles to be?

SOLUTION
The jam density is first determined from Eq. 7 as

4𝑞𝑐𝑎𝑝
𝑘𝑗 =
𝑢𝑓

4(3300)
𝑘𝑗 = = 240 𝑣𝑒ℎ/𝑚𝑖
55

Rearranging Eq. 9 to solve for u,

𝑢2 𝑘𝑗 2
𝑞 = 𝑘𝑗 (𝑢 − ) → 𝑢 − 𝑘𝑗 𝑢 + 𝑞 = 0
𝑢𝑓 𝑢𝑓

Substituting,

240 2
𝑢 − 240𝑢 + 2100 = 0
55

which gives u = 44.08 mi/h or 10.92 mi/h. Both of these speeds are feasible, as shown in
Fig. 3.
EXAMPLE 2. TRAFFIC FLOW MODEL

Free-flow speed of vehicles on a road section is 88 km/h. Jammed density is 228 veh/km.
Estimate the traffic density on the road if traffic flow is at a maximum level. Estimate also the
possible maximum flow for the road section and the average speed of vehicles at that maximum
traffic volume.

SOLUTION

Density when traffic flow reaches the maximum volume, use Eq.5

𝑘𝑗 228
𝑘𝑐𝑎𝑝 = = = 114 𝑣𝑒ℎ/𝑘𝑚
2 2

Expected maximum flow, using Eq.15

𝑘𝑗 𝑢𝑓 228(88) 𝑣𝑒ℎ
𝑞𝑚𝑎𝑥 = = = 5016
4 4 ℎ𝑟

Average speed at qcap, using Eq. 13

𝑢𝑓 88
𝑢0 = = = 44 𝑘𝑚/ℎ𝑟
2 2

EXAMPLE 3. TRAFFIC FLOW MODEL

A highway section has an average spacing of 25ft under jam conditions and a free-flow
speed of 55mph. Assuming that the relationship between speed and density is linear, determine
the jam density, the maximum flow, the density at maximum flow, and the speed at maximum
flow.

SOLUTION

1 1 𝑣𝑒ℎ
𝑘𝑗 = = = 212.7~213
𝑠 25 𝑚𝑖
5280

𝑘𝑗 𝑢𝑓 213(55) 𝑣𝑒ℎ
𝑞𝑚𝑎𝑥 = = = 2929
4 4 ℎ𝑟
At maximum flow:

𝑘𝑗 213 𝑣𝑒ℎ
𝑘𝑐𝑎𝑝 = = = 106.5~107
2 2 𝑚𝑖

At maximum flow:

𝑢𝑓 55 𝑚𝑖
𝑢0 = = = 27.5
2 2 ℎ𝑟

EXAMPLE 4. TRAFFIC FLOW MODEL

A road has capacity 4000 veh/hr, and a free-flow speed of 50 mi/hr. If the density is 100
veh/mi, what is the speed and flow?

SOLUTION

𝑘𝑗 𝑢𝑓
𝑞𝑚𝑎𝑥 =
4

(50)𝑘𝑗
4000 =
4

𝑣𝑒ℎ
𝑘𝑗 = 320
𝑚𝑖

Speed-density relationship,

𝑘 100
𝑢 = 𝑢𝑓 (1 − ) = 50 (1 − ) = 34.37 𝑚𝑖/ℎ𝑟
𝑘𝑗 320

Flow-density relationship,

𝑘2 1002 𝑣𝑒ℎ
𝑞 = 𝑢𝑓 (𝑘 − ) = 50 (100 − ) = 3437.5~3438
𝑘𝑗 320 ℎ𝑟
EXAMPLE 5. FITTING SPEED AND DENSITY DATA TO THE GREENSHIELD’S MODEL

Use the data shown in Table 1 (columns 1 and 2) to demonstrate the use of the method
of regression analysis in fitting speed and density data to the macro- scopic models.

Table 1 Speed and Density Observations at a Rural Road

SOLUTION

Consider the Greenshields expression

𝑢𝑓
𝑢𝑠 = 𝑢𝑓 − 𝑘
𝑘𝑗

The speed us in the Greenshields expression is represented by y in the estimated regression


function, the mean free speed uf is represented by a, and the value of the mean free speed uf
divided by the jam density kj is represented by -b. Therefore obtaining

∑ 𝑦𝑖 = 404.8

∑ 𝑥𝑖 = 892

𝑥̅ = 63.71 𝑦̅ = 28.91

∑ 𝑥𝑖 𝑦𝑖 = 20,619.8

∑ 𝑥𝑖2 = 66,628
Table 2 Computations

using Eqs. 19 and 20,

𝑎 = 28.91 − 63.71𝑏

892(404.8)
20,619.8 −
𝑏= 14 = −0.528
(892)2
66,628 − 14

then,

𝑎 = 28.91 − 63.71(0.528) = 62.5488

Since a = 62.55 and b = - 0.53, then uf = 62.55 mi/h, uf /kj = 0.53, and so kj = 118.02 veh/mi,
and us = 62.55 - 0.53k.

Using Eq. 21 to determine R2

2
∑𝑛𝑖=1(𝑌𝑖 − 𝑦̅)2
𝑅 = 𝑛 = 0.95
∑𝑖=1(𝑦𝑖 − 𝑦̅)2

Using the above estimated values for uf and kj, determine the maximum flow from Eq. 15 as

𝑘𝑗 𝑢𝑓 118.02(62.55)
𝑞𝑚𝑎𝑥 = = = 1846 𝑣𝑒ℎ/ℎ𝑟
4 4
Using Eq. 13 we also obtain the velocity at which flow is maximum,

𝑢𝑓 62.55
𝑢0 = = = 31.3𝑚𝑖/ℎ𝑟
2 2

and Eq. 14, the density at which flow is maximum,

𝑘𝑗 118.02
𝑘0 = = = 60 𝑣𝑒ℎ/ℎ𝑟
2 2

EXAMPLE #6. FITTING SPEED AND DENSITY DATA TO THE GREENBERG MODEL

The data in Table 2 can also be fitted into the Greenberg model shown in Eq. 16:

𝑘𝑗
𝑢𝑠 = 𝑐 𝑙𝑛
𝑘

which can be written as

𝑢𝑠 = 𝑐 𝑙𝑛 𝑘𝑗 − 𝑐 𝑙𝑛 𝑘 Equation 22

Table 3 Speed and Density Observations at a Rural Road


SOLUTION

Comparing Eq. 22 and the estimated regression function Eq. 18, us in the Greenberg
expression is represented by y in the estimated regression function, c ln kj is represented by a, c
is represented by b, and ln k is represented by x. Table 4 shows values for xi, xiyi, and x2i (Note
that these values are computed to a higher degree of accuracy since they involve logarithmic
values.)

Table 4 Computations

therefore,

∑ 𝑦𝑖 = 404.8

∑ 𝑥𝑖 = 56.72

𝑥̅ = 4.05 𝑦̅ = 28.91

∑ 𝑥𝑖 𝑦𝑖 = 1547.03

∑ 𝑥𝑖2 = 233.04

using Eqs. 19 and 20,

𝑎 = 28.91 − 4.05𝑏
56.72(404.8)
1547.03 −
𝑏= 14 = −28.67
(56.72)2
233.04 −
14

then,

𝑎 = 28.91 − 4.05(−28.67) = 145.02

Since a = 145.02 and b = - 28.67, the speed for maximum flow is c=28.67 mi/h.

Finally, since

𝑐𝑘 ln 𝑘𝑗 = 145.02

145.02
ln 𝑘𝑗 = = 5.06
28.67

𝑘𝑗 = 157.32 𝑣𝑒ℎ/𝑚𝑖

then using Eq. 16,

𝑘𝑗 157.32
𝑢𝑠 = 𝑐 𝑙𝑛 = 28.67 ln
𝑘 𝑘

Obtaining ko, the density for maximum flow from Eq. 17, then use Eq. 1 to determine the value
of the maximum flow.

𝑘𝑗
𝑙𝑛 =1
𝑘0

ln 𝑘𝑗 = 1 + ln 𝑘0

ln 157.32 = 1 + ln 𝑘0

𝑘0 = 57.87

𝑣𝑒ℎ
𝑞𝑚𝑎𝑥 = 𝑢𝑘 = 28.67(57.87) = 1660
ℎ𝑟
Using Eq. 21 to determine R2

2
∑𝑛𝑖=1(𝑌𝑖 − 𝑦̅)2
𝑅 = 𝑛 = 0.92
∑𝑖=1(𝑦𝑖 − 𝑦̅)2

The R2 based on the Greenberg expression is 0.92 which indicates that the Greenshields
expression is a better fit for the data in Table 2. Figure 5 shows plots of speed versus density for
the two estimated regression functions obtained and also for the actual data points. Figure 6
shows similar plots for the volume against speed.

Figure 5 Speed vs Density

Figure 6 Volume vs Density


SEATWORK #3. TRAFFIC FLOW MODEL

A study of freeway flow at a particular site has resulted in a calibrated speed-density


relationship, as follows:
𝑉𝑠 = 57.5 − 0.46𝑘

From this relationship:

a. Find the free-flow speed and jam density


b. Derive the equations describing flow versus speed and flow versus density.
c. Determine the capacity of the site mathematically

Solution

A.) To solve for free-flow speed and jam density:

𝑉𝑠 = 57.5 − 0.46𝑘

𝑘
Recall EQ. 2 𝑢 = 𝑢𝑓 (1 − 𝑘 )
𝑗

𝑢 = 𝑢𝑓 − 𝑘𝑘 𝑢𝑓
𝑗

𝑢
𝑢 = 𝑢𝑓 − 𝑘𝑓 𝑘
𝑗

then from the given,

𝑢𝑓 𝑢 𝑓
𝑉𝑠 = = 𝑢; 𝑢𝑓 = 57.5 𝑚𝑝ℎ = 0.46, then 𝑘𝑗 = 0.46 = 125 𝑣𝑝𝑚
𝑘𝑗

B.) To derive the equations for flow as a function of density:

𝑞 = 𝑉𝑠 𝑘 (EQ.1)

𝑞 = (57.5 − 0.46𝑘)𝑘

𝑞 = 57.5𝑘 − 0.46𝑘 2

To derive flow as a function of speed:

57.5−𝑉𝑠
𝑉𝑠 = 57.5 − 0.46𝑘; isolating k 𝑘= = 125 − 2.17𝑉𝑠
0.46

Substituting k to EQ1.

𝑞 = 𝑉𝑠 𝑘 = 𝑉𝑠 (125 − 2.17𝑉𝑠 ); 𝑞 = 125𝑉 − 2.17𝑉𝑠 2


C.) To determine the capacity of the site:

𝑞 = 57.5𝑘 − 0.46𝑘 2

𝑑𝑞
= 57.5 − 0.46(2)𝑘 = 0
𝑑𝑘

57.5𝑘 = 0.46(2)𝑘

𝑘𝑐𝑎𝑝 = 62.5~63𝑣𝑝𝑚

also, qcap can be computed as

𝑞 = 57.5𝑘 − 0.46𝑘 2

𝑞 = 57.5(63) − 0.46(63)2

𝑞 = 1796.76

𝑞𝑐𝑎𝑝 ~1797 𝑣𝑝ℎ

and the speed at maxium flow

𝑉𝑠 = 57.5 − 0.46(63) = 28.52𝑚𝑝ℎ

References
Garber, N. J., & Hoel, L. A. (2019). Traffic and highway engineering. Cengage Learning
Homburger, W. S., Hall, J. W., Reilly, W. R., & Sullivan, E. C. (2007). Fundamentals of traffic engineering.

You might also like