Empirical macroscopic features of spatial-temporal traffic patterns at highway bottlenecks.
Results of an empirical study of congested patterns measured during 1995-2001 at German highways are presented. Based on this study, various types of congested patterns at on and off ramps have been identified, their macroscopic spatial-temporal features have been derived, and an evolution of those patterns and transformations between different types of the patterns over time has been found out. It has been found that at an isolated bottleneck (a bottleneck that is far enough from other effective bottlenecks) either the general pattern (GP) or the synchronized flow pattern (SP) can be formed. In GP, synchronized flow occurs and wide moving jams spontaneously emerge in that synchronized flow. In SP, no wide moving jams emerge, i.e., SP consists of synchronized flow only. An evolution of GP into SP when the flow rate to the on ramp decreases has been found and investigated. Spatial-temporal features of complex patterns that occur if two or more effective bottlenecks exist on a highway have been found out. In particular, the expanded pattern where synchronized flow covers two or more effective bottlenecks can be formed. It has been found that the spatial-temporal structure of congested patterns possesses predictable, i.e., characteristic, unique, and reproducible features, for example, the most probable types of patterns that are formed at a given bottleneck. According to the empirical investigations the cases of the weak and the strong congestion should be distinguished. In contrast to the weak congestion, the strong congestion possesses the following characteristic features: (i) the flow rate in synchronized flow is self-maintaining near a limit flow rate; (ii) the mean width of the region of synchronized flow in GP does not depend on traffic demand; (iii) there is a correlation between the parameters of synchronized flow and wide moving jams: the higher the flow rate out from a wide moving jam is, the higher is the limit flow rate in the synchronized flow. The strong congestion often occurs in GP whereas the weak congestion is usual for SP. The weak congestion is often observed at off ramps whereas the strong congestion much more often occurs at on ramps. Under the weak congestion diverse transformations between different congested patterns can occur.
Kerner
Boris S
BS
DaimlerChrysler AG, FT3/TN, HPC: E224, 70546 Stuttgart, Germany. boris.kerner@daimerchrysler.com