L.

Leclercq (2013)
Traffic Flow Theory
Ludovic Leclercq, University of Lyon, IFSTTAR / ENTPE
July, 16th 2013

ISTTT20 - Tutorials
Mijn presentatie spreekt over de verkeersstroom theorie !
L. Leclercq (2013)
Outline
Experimental evidences
Traffic behavior on freeways
The fundamental diagram
Traffic modeling
The three representation of traffic flow
The three kinds of traffic models
Equilibrium (first order) model
Overview of first order model solutions
The variational theory
General basis
Connections between the three traffic representations
Some extensions to the theory
L. Leclercq (2013)
Experimental evidences
L. Leclercq (2013)
Traffic flow on a motorways (M6 in England)
6:00 6:30 7:00 7:30 8:00 8:30 9:00 9:30 10:00
t
x
V
i
t
e
s
s
e

[
k
m
/
h
]
E!
S"
M7135
M7125
M7107
E! : entre
S" : sortie
(a)


0
50
100
6:00 6:30 7:00 7:30 8:00 8:30 9:00 9:30 10:00
t
x
V
i
t
e
s
s
e

[
k
m
/
h
]
S"
E!
S"
E!
S"
S"
E!
M7135
M7125
M7107
(b)


0
20
40
60
80
100
120
S
p
e
e
d

[
k
m
/
h
]

Data were kindly provided by the Highway Agency
L. Leclercq (2013)
Traffic representation
5
t
x
NGSIM Data I80/lane 4 USA
Vehicle dynamics
position x
speed v
density k
flow q
Microscopic vision
Macroscopic vision
30 km/h
Interactions
spacing s
Headway h
s
h
Shockwaves
L. Leclercq (2013)
Flow / occupancy plot on a motorway (M6)
6
0 10 20 30 40 50 60 70
0
1000
2000
3000
4000
5000
6000
7000
8000
TO (%)
D

b
i
t

(
v
e
h
/
h
)
Occupancy [%] proxy for density
F
l
o
w

[
v
e
h
/
h
]

The fundamental
diagram (FD)
L. Leclercq (2013)
Different definitions of the FD
0 10 20 30 40 50 60 70
0
1000
2000
3000
4000
5000
6000
7000
8000
TO (%)
D

b
i
t

(
v
e
h
/
h
)
Occupancy [%] proxy for density
F
l
o
w

[
v
e
h
/
h
]

FD for monitoring FD for simulation
q
k
Aggregation / impacts of local behavior (lane-changing, traffic composition,!)
L. Leclercq (2013)
Impact of the lane agregation on the FD
Simulations are figures were kindly provided by Prof. Jorge Laval
L. Leclercq (2013)
Traffic Modelling
L. Leclercq (2013)
From discrete to continuous representations
q = !
t
N
k = !"
x
N
Space (X)
Time (T)
V
e
h

n
u
m
b
e
r

(
N
)

Eulerian coordinates
N(t,x)
T coordinates
T(t,n)
Lagrangian coordinates
X(t,n)
Moskowitzs surface
L. Leclercq (2013)
From micro to macro: Edies definitions
I 1 I 2
1 2 3 4 5 6 7 8 9 10
200 m
nodes with traffic signals
(c)
I/O1
I/O7
I/O13
I/O19
I/O2
I/O8
I/O14
I/O20
I/O3
I/O9
I/O15
I/O21
I/O4
I/O10
I/O16
I/O22
I/O5
I/O11
I/O17
I/O23
I/O6
I/O12
I/O18
I/O24
1
7
13
19
25
31
2
8
14
20
26
32
3
9
15
21
27
33
4
10
16
22
28
34
5
11
17
23
29
35
6
12
18
24
30
36
200 m
(d)
(a)
Virtual loop detector
0
l
i
t
t+t
l
i
n
k

i
t
k
(x)
t
k
(0)
t
kn(l
i
x)
(l
i
)
veh f
x
x+x
S'
w
(b)
x
t

!

!

q
d
x t
k
x t
'
and
'
i
k
k
i
k
k
!x
!t
L. Leclercq (2013)
The three representation of traffic flow
N(t,x) # of vehicles that have crossed location x by time t
X(t,n) position of vehicle n at time t
T(n,x) time vehicle n crosses location x
Eulerian T coordinates Lagrangian
(Laval and Leclercq, 2013, part B)
q
!"#$% !'#$% !()%
L. Leclercq (2013)
Classical classification of traffic models
Macroscopic models
Continuous representation
Mainly deterministic
Global behavior (may be distinguished per class)
Equilibrium (1
st
order) / + transition states (2
nd
order)
Microscopic models
Discrete representation
Mainly stochastic
Local interactions (car-following)
Mesoscopic models
Discrete or semi-discrete representation
Intermediate level for traffic representation
(vehicle clusters or link servers)
For further details see the model tree
from (van Wageningen-Kessels, PhD, 2013)
*+,"-"."$,/ /%0(-
12345
Eulerian coordinates
Lagrangian coordinates
T coordinates
L. Leclercq (2013)
Equilibrium macroscopic model (1)
The PDE expression
in Eulerian coordinates
in Lagrangian coordinates
in T coordinates
flow
density
speed
spacing
k
t
+Q(k)
x
= 0
s
t
+V(s)
x
= 0
r
t
+H(r)
x
= 0
headway
pace
L. Leclercq (2013)
Equilibrium macroscopic model (2)
The Hamilton-Jacobi (HJ) expression
In Eulerian coordinates
In Lagrangian coordinates
In T coordinates
q=Q(k)
v=V(s)
h=H(r)
Appropriate expression of
the FD
L. Leclercq (2013)
Overview of first order model solutions
L. Leclercq (2013)
17
k
q

k
c
A
B
C
O
(a1)
(a2)
A
A
A
B
A
C O
t
x
rouge vert
O
A
B
C
s
v

s
c
(b1)
(b2)
A
A A
C B
A
0 0
t
n
n
0
x
rouge vert
x
flow
density
O
C
B
A
Solutions for an unsaturated traffic signal (1)
L. Leclercq (2013)
Solutions for an unsaturated traffic signal (2)
L. Leclercq (2013)
The Variational Theory
L. Leclercq (2013)
General considerations on the variations of N
y(t)
t
A t
B
"
A
B
x

!N
AB
= d
t
N
t
A
t
B
"
= #
t
N + y'(t )#
n
N
t
A
t
B
"
!N
AB
= Q k(t ) ( ) $ y'(t )k(t )
r( y'(t ),k)
! " ### $ ###
t
A
t
B
"
t
k
q
k
0
q
0
y(t)
r(y(t),k
0
)
-w
u
Same costs
Legendres transformation:
r(y'(t ), k) ! R(y'(t )) = sup
k
r(y'(t ), k) ( )
y(t)
R(y(t))
This makes costs independent from traffic
states but no longer from the paths
Equality is observed on the optimal wave paths
L. Leclercq (2013)
Variational theory (VT) in Eulerian
General basis
q = Q(k) ! "
t
k = Q #"
x
k ( ) HJ Equation:
t
y(t)
t
O(") t
P
"
O(")
P
x
#
N
P
= min
!"D
P
N
O ! ( )
+ # ! ( )
( )
# ! ( ) = r(y'(t ), k)dt
t
O ! ( )
t
P
$
General expression for the solutions:
N
P
= min
!"D
P
N
O ! ( )
+ #' ! ( )
( )
#' ! ( ) = R(y'(t ))dt
t
O ! ( )
t
P
$
Key VT result using
the Legendres transformation
VT is really useful with PWL FD
(and especially triangular one)
L. Leclercq (2013)
VT in Eulerian The Highway Problem
L
i
n
k

x
t
N(x,t)
u
-w
N(x
u
,t-(x-x
u
)/u)
6 7
N(x
d
,t-(x
d
-x)/w)
6 !1"
#
$"5

N(x,t) = min N x
u
,t !
(x ! x
u
)
u
"
#
$
%
&
'
free! flow
! " ### $ ###
, N x
d
,t !
(x
d
! x)
w
"
#
$
%
&
'
+((x
d
! x)
congestion
! " ##### $ #####
)
*
+
+
+
+
,
-
.
.
.
.
Newells model (1993) !!!
Triangular FD
L. Leclercq (2013)
23
N
N
u
x
(t)
N
y
(t)
(y-x)/w
(
y
-
x

)
.
!

N
x
(t)
t
x
y
x
N
x
(t)
q
-w
u
!

k
(x-x)/u
Classical formulation of the Newells N-curve model
Well-known as the three dectectors problem
N
d
x
(t)
L. Leclercq (2013)
VT in Lagangian - the IVP problem
t
n
i-1
i
#
Vehicle i-1 trajectory
B
"
0
"
w!
X
B
= min X
O(!
0
)
+ "(!
0
), X
O(!
w#
)
+ "(!
w#
)
( )
t
0

X
B
= X(t, i) = min X t
0
, i ( ) + u.(t ! t
0
)
free! flow
! " ### $ ###
, X t !1/ (w" ), i !1 ( ) ! w.(1/ w"
congestion
! " ##### $ #####
)
#
$
%
%
&
'
(
(
Newells model again !!! (2002)
speed
spacing
u
w!
1/!
-w
L. Leclercq (2013)
Classical formulation of Newells car-following model
t
x
Leader veh i-1
veh i u

!
w 1/ (w!), "1/! ( )

!
w
Effective trajectory
(Newell, 2002)
The simplest car-following rule
Account for driver reaction time
L. Leclercq (2013)
VT in T coordinates
headway
pace
n
x
x
u
x
d
T(x,n)
Passing time
T(x
u
,n)
T(x
d
,n-!(x
d
-x))
6 1"8"
&
59&
6 1"
#
$"59'

T(x, n) = max T x
u
, n ( ) +
(x ! x
u
)
u
free! flow
! " ### $ ###
,T x
d
, n !" (x
d
! x) ( ) !
(x
d
! x)
w
congestion
! " ##### $ #####
#
$
%
%
&
'
(
(
Mesoscopic model
(Mahut, 2000; Leclercq & Becarie, 2012)
L. Leclercq (2013)
The mesoscopic LWR model
(a)
0
L
L
i
n
k
t
x
W
W
t
0
s
(i) t
L
(inL)
L/w
V
e
h
i
V
e
h
i
n

L
t
L
(i`) t
L
(i`+1)
(b)
0
L
L
i
n
k
t
x
W
i
W
i
t
0
s
(i) t
L
(in
m
L)
L/w
m
V
e
h
i
V
e
h
i
n

m
L
t
L
(i`) t
L
(i`+1)
set A
L. Leclercq (2013)
Variational theory - summary
Variational theory exhibits the connections between the
three traffic representations for the LWR model
A unique model that leads to three solution methods
(numerical scheme) corresponding to the three different
vision on traffic flow
(macroscopic / mesoscopic / microscopic)
Some previous models appears to be particular cases for
the LWR model and a triangular fundamental diagram in
different systems of coordinates
L. Leclercq (2013)
Extensions to the theory
L. Leclercq (2013)
Diverge: Newells FIFO model
30
N
x
(t) N
t
D
y
(t) D
y1
(t)
D
y2
(t)

1

N
y1
(t)

m1

80%
20%
x y
1
2

1

N
y2
(t)
q
2

q'
2

FIFO => Travel times should be equal whatever the destination is
(Newell, 1993)
L. Leclercq (2013)
Merge: Daganzos model
31
"
1
2
"
2
"

y
1
2

Free-flow
congestion
(Daganzo, Transportation Research part B, 1995)
Priority to link 1
Priority to link 2
Shared priority
This model has been proved consistent with experimental
observations a multitude of times
L. Leclercq (2013)
Other extensions
:%,;0(0
'##(-($'<%;
!,-<#-'))
=">(0 ';0
/%?";@
.%A-(;(#B)
!,-<-';()
2';(8
#C';@";@
';0
$(-'>'<%;
D%/E-(>
";F($)(#<%;)
GH.$"0'<%;
Need to be coupled with a route choice model to
simulate a network
L. Leclercq (2013)
The network fundamental diagram
(Daganzo & Geroliminis, 2008)
L. Leclercq (2013)
Thank you for your attention



LICIT Ifsttar/Bron and ENTPE
25, avenue Franois Mitterand
69675 Bron Cedex - FRANCE
leclercq@entpe.fr


L. Leclercq (2013)
References
Daganzo, C.F., 2006b. In traffic flow, cellular automata = kinematic waves. Transportation Research B, 40(5), 396-403.
Daganzo, C.F., 2005. A variational formulation of kinematic waves: basic theory and complex boundary conditions.
Transportation Research B, 39(2), 187-196.
Daganzo, C.F., 2005b. A variational formulation of kinematic waves: Solution methods. Transportation Research B, 39(10),
934-950.
Daganzo, C.F., 1995. The cell transmission model, part II: network traffic. Transportation Research B, 29(2), 79-93.
Daganzo, C.F., 1994. The cell transmission model: A dynamic representation of highway traffic consistent with the
hydrodynamic theory. Transportation Research B, 28(4), 269-287.
Daganzo, C.F., Menendez, M., 2005. A variational formulation of kinematic waves: bottlenecks properties and examples. In:
Mahmassani H.S. (Ed.), 16
th
ISTTT, Elsevier, London, 345-364.
Edie, L.C., 1963. Discussion of traffic stream measurements and definitions. In: J. Almond (Ed.), 2
nd
ISTTT, OECD, Paris,
139-154.
Laval, J.A., Leclercq, L. The Hamilton-Jacobi partial differential equation and the three representations of traffic flow,
Transportation Research part B, 2013, accepted for publication.
Leclercq, L., Laval, J.A., Chevallier, E., 2007. The Lagrangian coordinates and what it means for first order traffic flow
models. In: Allsop, R.E., Bell, M.G.H., Heydecker, B.G. (Eds), 17
th
ISTTT, Elsevier, London, 735-753.
Gerlough, D.L. et Huber M.J. Traffic flow theory a monograph. Special report n165, Transportation Research Board,
Washington. 1975.
Lighthill, M.J et Whitham, J.B. On kinematic waves II. A theory of traffic flow in long crowded roads. Proceedings of the Royal
Society, 1955, Vol A229, p. 317-345.
Newell, G.F., 2002. A simplified car-following theory: a low-order model. Transportation Research B, 36(3), 195-205.
Newell, G.F., 1993. A simplified theory of kinematic waves in highway traffic, I general theory; II queuing at freeway; III multi-
destination. Transportation Research B, 27(4), 281-313.
Richards, P.I., 1956. Shockwaves on the highway. Operations Research, 4, 42-51.
L. Leclercq (2013)
Exercices
L. Leclercq (2013)
Problem statement
Let consider a freeway with two lanes and the following FD:
u=30 m/s ; w=4.28 m/s ; !=0.28 veh/m. Two points a et b
are respectively located at x=0 m and x=3600 m.
The flow at a is constant and equal to 3000 veh/h. At time
t=120 s, the capacity at is reduced from 1800 veh/h during
10 minutes.
Draw the fundamental diagram
Determine the N-curve at x=3600, x=1800, x=600 and
x=0 m
Provide an estimate for the maximal length of the
congestion
L. Leclercq (2013)
The fundamental diagram
0 50 100 150 200 250 300
0
500
1000
1500
2000
2500
3000
3500
4000
density [veh/km]
f
l
o
w

[
v
e
h
/
h
]
L. Leclercq (2013)
N-curve at x=3600 m
0 500 1000 1500 2000
0
200
400
600
800
1000
1200
1400
1600
1800
Time [s]
N

[
v
e
h
]
L. Leclercq (2013)
N-curve at x=1800 m
0 500 1000 1500 2000
0
200
400
600
800
1000
1200
1400
1600
1800
Time [s]
N

[
v
e
h
]
N
x
L. Leclercq (2013)
N-curve at x=600 m
0 500 1000 1500 2000
0
200
400
600
800
1000
1200
1400
1600
1800
Time [s]
N

[
v
e
h
]
N
x
L. Leclercq (2013)
N-curve at x=0 m
0 500 1000 1500 2000
0
200
400
600
800
1000
1200
1400
1600
1800
Time [s]
N

[
v
e
h
]
N
x