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Achievements of Empirical Studies of Traffic Breakdown at Highway Bottlenecks

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Breakdown in Traffic Networks

Abstract

Traffic breakdown is almost daily observed in traffic networks of any industrial country of the world. As already emphasized in the book introduction (Sect. 1.1), traffic breakdown is a transition from free flow to congested traffic. Therefore, highway capacity of free flow is limited by traffic breakdown. Traffic breakdown with resulting traffic congestion occurs usually at a road bottleneck. Thus, to understand the nature of highway capacity of real traffic, empirical features of traffic breakdown at a highway bottleneck should be known. The objective of this chapter is a discussion of some of important achievements of empirical studies of traffic breakdown at highway bottlenecks in real measured traffic data.

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Notes

  1. 1.

    Rather than the term “flow-rate drop” used here, the empirical flow-rate drop during the breakdown is usually called as “capacity drop” [6, 53–55, 77, 79, 85, 93, 115, 129, 167]. The reason why we do not use the well-known term “capacity drop” will be explained in Sect. 4.11.2

  2. 2.

    However, it should be emphasized that the above statement that the discharge flow rate can remain as large as the pre-discharge flow rate is related often only to the discharge flow rate measured during some limited time interval after the breakdown has occurred. Indeed, due to traffic breakdown a congested pattern emerges and further develops upstream of the bottleneck. Therefore, over time (usually 10–30 min after the breakdown has occurred at the bottleneck) the discharge flow rate can decrease considerably during the propagation of the congested pattern upstream of the bottleneck. In particular, this occurs often when due to the so-called pinch effect in synchronized flow upstream of the bottleneck [105], moving jams emerge in the synchronized flow. In this case, the congested pattern can exhibit a very complex spatiotemporal structure consisting of the synchronized flow and wide moving jams. The maximum flow rate in the outflow from a wide moving jam is considerably smaller than the maximum possible flow rate in synchronized flow. This is one of the reasons why the discharge flow rate in the outflow of a well-developed congested pattern at the bottleneck, as well-known from many empirical observations (see, e.g. [93, 94, 137] and references there), can become over time considerably smaller than the pre-discharge flow rate. A brief theoretical discussion of the development of congested patterns required for a comparison of two-phase and three-phase traffic flow models will be done in Sect. 8.4 However, a detailed consideration of the physics of the development of congested patterns and their empirical features are out of scope of this book. The physics of the development of congested patterns and their empirical features can be found in the book [105].

    One of the exclusions of the above case of the decrease in the discharge flow rate over time is shown in Fig. 2.1. In this case, the synchronized flow is localized at the bottleneck (we call such a congested pattern as a localized synchronized flow pattern (LSP) [105]). No pinch effect occurs within the synchronized flow. For this reason, the statement that the discharge flow rate is on average as large as in an initial free flow is valid for this particular case for the whole time of the congested pattern existence (about one hour in Fig. 2.1a).

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    Boris S. Kerner

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Kerner, B.S. (2017). Achievements of Empirical Studies of Traffic Breakdown at Highway Bottlenecks. In: Breakdown in Traffic Networks. Springer, Berlin, Heidelberg. https://doi.org/10.1007/978-3-662-54473-0_2

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