PRINCIPLES OF Waves in Traffic

- In traffic flow, waves occur when one

TRANSPORTATION ENGINEERING vehicle's slowdown causes a chain
REVIEWER reaction of deceleration among nearby
vehicles. These waves vary based on
I. HYDRODYNAMIC AND KINEMATIC factors like traffic density and driver
MODELS OF TRAFFIC behavior. Hydrodynamic models study
these waves as collective movements,
• In car-following models, traffic is viewed as while kinematic models focus on the
discrete particles, focusing on interactions individual behaviors of vehicles.
between these particles. Conversely,
applying fluid models, developed for fluids, Traffic Fluid State Considerations
to traffic emphasizes overall statistical - Traffic fluid state considerations means
behavior over particle interactions. While treating traffic flow like a fluid to analyze
fluid models have limitations due to the factors such as density, flow rate, and
small sample size of traffic particles, they velocity, allowing for better
are still useful for understanding the understanding and prediction of traffic
collective behavior of the traffic stream behavior.
rather than individual vehicles.
Greenshield Traffic Theory
Continuity Equation - The Greenshields model is one of the
- Continuity equation in traffic flow earliest and simplest hydrodynamic
modelling can be represented as: traffic flow models. It was proposed by
∆𝝆 ∆(𝝆𝒗) Bruce Greenshields in 1935. This model
+ = 𝒒(𝒙, 𝒕) describes traffic flow as a continuous
∆𝒕 ∆𝒙
where: fluidlike motion and assumes a linear
𝝆 = vehicle density (vehicles per unit length) relationship between traffic density and
t = time traffic speed.
x = space (distance along the road) 𝑸 = 𝑲𝑽
v = vehicle velocity (length per unit time)
q(x, t) = inflow rate of vehicles at position x and Sample Problem:
time t Suppose we have a stretch of highway with a
Sample Problem: length of 1 kilometer (1000 meters). Initially,
Consider a stretch of road where the vehicle there are no vehicles on the highway. At time
density is increasing at a rate of 10 vehicles t=0, vehicles start entering the highway at a
per kilometer per hour. If the vehicle velocity constant rate of 50 vehicles per kilometer per
at this location is 50 kilometers per hour and hour (50 veh/km/hr). Assume a linear
there are no inflows or outflows of vehicles, relationship between traffic density (K) and
what is the rate of change of vehicle density traffic speed (V), with the maximum traffic
over time? speed (free-flow speed) being 100 km/hr and
Given: the minimum traffic speed (congestion
Rate of change of vehicle density, ∂ρ/∂t = 10 speed) being 20 km/hr.
vehicles/km/h Vehicle velocity, v = 50 km/h
No inflow or outflow, q(x, t) = 0 Platoon Diffusion
- The tendency of vehicles to travel in
∆𝝆 ∆(𝝆𝒗) clusters or groups, similar to how
=− +0
∆𝒕 ∆𝒙 particles diffuse in a fluid. This
𝑣𝑒ℎ phenomenon is utilized in transportation
∆𝝆 ∆𝝆 𝑘𝑚 10 𝑘𝑚
=𝒗 = (50 )( ) engineering and traffic flow modeling to
∆𝒕 ∆𝒙 ℎ𝑟 ℎ𝑟 understand and predict traffic dynamics.
∆𝝆
= 500 𝑣𝑒ℎ/ℎ𝑟 ans. It has applications in traffic flow
∆𝒕 modeling, traffic management
 strategies, transportation planning, and Diffusion Model of Grace and Potts
the development of connected and - The basic assumption of the
autonomous vehicle technologies. By mathematical model is a kinematical
considering platoon diffusion, one—that the speeds of the cars in the
transportation professionals can better platoon are distributed normally. The
design road networks and implement parameters of this distribution are
strategies to improve traffic flow related to a diffusion constant
efficiency and safety. DIFFUSION that measures the spreading
- The result represented by frequency of the platoon.’
distributions of percent of total platoon
flow versus arrival time.

- Frequency distribution of arrival times of

platoon leaders at same stations
Boltsmann-like Behavior of Traffic
- Similar to how the Boltzmann equation
describes the behavior of gas particles,
traffic flow is analyzed in terms of
statistical distributions of vehicle
velocities, positions, and interactions.
This approach allows for understanding
phenomena such as velocity
distribution, collision dynamics,
emergent patterns like traffic jams, and
deriving macroscopic properties of
traffic flow.

Velocity Distribution Function

Pacy’s Diffusion Study
- The speeds of vehicles in a platoon are
normally distributed, from which he
deduced the distribution of travel times. - This represents the probability density
function of vehicle velocities. It
describes the likelihood of finding
vehicles traveling at different speeds
within a given traffic stream. This can
vary depending on factors such as road
conditions, traffic density, driver
behavior, and the presence of
congestion or traffic controls.
Kinetic Equation II. QUEUING THEORY
- Three different main features of Poisson Model
multilane traffic are recognized and - It is a mathematical framework used to
treated as separate processes in the describe the random and independent
theory. They are the relaxation process; arrival of vehicles at a certain location-
the interaction process; and the like the number of accidents on a
adjustment process that reduces the highway or number of arrivals on a
variance around the mean speed. reference line.
Expressed as: - A tool to predict the probability of certain
event happening when we know how
often the event has occurred.
- Used to make forecast of a random
event-accident on spot.
- As written, this equation describes the - Referred to as a ‘counting distribution’
time evolution of the speed distribution, (𝛌𝒕)𝒏 𝒆−𝛌𝒕
𝑷(𝒏) =
f [u,k(x,t) ,t], of cars. 𝒏!
Where:
- Relaxation P (n) = probability of exactly n vehicles arriving
in a time interval t
𝛌 = average arrival rate (veh/unit time)
n = no. of vehicles arriving in a specific time
interval
- Interaction t = selected time interval (duration of each
counting period) (unit time)
e = Euler’s number (approximately equal to
2.71828)
- Adjustment
• Limitations
Not suitable when:
− Traffic becomes congested
− With cyclic disturbance (such as result
Summary of signals)
- Hydrodynamic models, inspired by fluid − Mean and variance are significantly
dynamics, analyze traffic flow as a different
continuous motion, considering
phenomena like shockwaves and Sample Problem:
congestion propagation. Kinematic An observer counts 360 veh/h at a specific
models focus on individual vehicle highway location. Assuming that the arrival of
behavior, simulating movements such as vehicles at this highway location is Poisson
lane-changing and following distances. distributed, estimate the probabilities of
- Both types of models are indispensable having 0, 1, 2, 3, 4, and 5 or more vehicles
for optimizing transportation systems, arriving over a 20-second time interval.
providing a comprehensive
understanding of traffic flow dynamics. Given:
By integrating these models, λ = 360 veh/h = 0.1 veh/s
transportation professionals can make t = 20 seconds
informed decisions to enhance system P = 0,1,2,3,4
efficiency, safety, and reliability.
Required:
P(n≥5) = ?
 Solution: Acronyms to Take Note
• FIFO – a family of models that use the
principle of “first in first out”
• LIFO – “last in first out”
• a/d/N notation
o a – arrival type (either D-
deterministic, or Mechanistic) i.e
exponential distribution or similar
o d - departure type (either D-
deterministic, or Mechanistic)
For five more vehicles, o N – number of “channels”

Queuing Theory Notations

1. D/D/1 Queuing
• The case of deterministic arrivals and
departures with one departure
Queuing Theory channel(D/D/1 queue) is an excellent
- The formation of traffic queues during starting point in understanding queuing
congested periods is a source of models because of its simplicity. The
considerable time delay and results in a D/D/1 queue lends itself to an intuitive
loss of highway performance. Under graphical or mathematical solution that
extreme conditions, queuing delay can is best illustrated by an example.
account for 90% or more of a motorist's
Sample Problem:
total trip travel time.
Vehicles arrive at an entrance to a
- Queuing theory is a branch of
recreational park. There is a single gate (at
mathematics that studies how lines
which all vehicles must stop), where a park
form, how they function, why they
attendant distributes a free brochure. The
malfunction. It examines every
park opens at 8:00 A.M., at which time
component of waiting in line, including
vehicles begin to arrive at a rate of 480 veh/h.
the arrival process and the number of
After 20 minutes the arrival flow rate declines
customers among others, which might
to 120veh/h, and it continues at that level for
be people, data packets, cars, or
the remainder of the day. If the time required
anything else.
to distribute the brochure is 15 seconds and
- Purpose of Queuing Theory: To design
assuming D/D/1 queuing, describe the
balanced systems that serve customers
operational characteristics of the queue.
quickly and efficiently but do not cost too
Solution:
much to be sustainable.
- Fundamentals of Queuing Theory
1. Arrivals - refer to the rate at which
vehicles enter a specific section of the
road network.
2. Departures - represent the rate at
which vehicles leave a particular
section of the road network.
3. Service rate – pertains to the rate at
which vehicles are served or processed
at a specific location within the traffic
system.
4. Discipline - refers to the rules or
protocols governing the movement and
interaction of vehicles within the traffic
system.
 2. M/D/1 Queuing
• The assumption of exponentially
distributed times between the arrivals of
successive vehicles (Poisson arrivals)
will, in some cases, give a more realistic
representation of traffic flow than the
assumption of uniformly distributed
arrival times. Therefore, the M/D/1 queue
(exponentially distributed arrivals,
deterministic departures, and one
departure channel) has some important
applications within the traffic analysis
field. Although a graphical solution to a
M/D/1 queue is difficult, a mathematical
solution is straightforward.

3. M/M/1 Queuing
• Exponentially distributed arrival and
departure times
• One departure channel
• Example: toll booth

Sample Problem:
An airport runway for arrivals only, arriving
aircraft join a single queue for the runway.
Exponentially distributed service time with a
rate μ = 27 arrivals/hr and poisson arrivals
with a rate λ = 20 arrivals/hr. Determine:
- D/D/1 Queuing Diagram a. the average waiting time in the queue,
b. average time spent in the system, and
c. the average length of queue (in
vehicles)
Solution:
a. average waiting time in queue

b. average time spent in system

c. average length of queue

 4. M/M/N Queuing III. VOLUME STUDIES
• The difference between the earlier - Refers to the collection and analysis of
model and this model is the number of data related to the volume of traffic on
servers. This is a multi-server model with roads, highways, or other transportation
N number of servers whereas the earlier infrastructure.
one was single server model. The
assumptions stated in M/M/1 model are Traffic Volume
also assumed here. - Defined as a number of vehicles that
• A more general formulation of the M/M/1 pass a point on a highway, or a given lane
queue is the M/M/N queue, where N is or direction of a highway, during a
the total number of departure channels. specified time interval.
It is a reasonable assumption at toll
booths on turnpikes or at toll bridges, Daily Volume
where there is often more than one - Are used to establish trends over time
departure channel available (more than and for planning purposes.
one toll booth open). - Also generally are not differentiated by
direction or lane but are totals for an
entire facility of the specified location.
- Four types of Daily Volume:
1. Annual Average Daily Traffic
• is the average 24-hour traffic volume at a
given location over a full 365 or 366 days
of a year.
• AADT is a basic measurement that
indicated vehicle traffic load on a road
segment.
• Multiplying AADT by the length of the
road segment yields estimated daily
vehicle miles traveled (DVMT)- used in
accident analysis
• AADT can be converted to design volume
and directional volumes by multiplying it
with appropriate factors.
• Two Methods in Finding AADT
i. Simple Average Method

Application of Queuing Theory

• Provides valuable insights into managing
traffic intensity on road networks and at
transportation hubs such as airports, train ii. AASHTO Method
stations, and bus terminals.
• Be instrumental in addressing traffic
problems at highway toll plazas by
optimizing toll booth operations and
reducing queue lengths and waiting times Where:
for vehicles. VOLk = daily traffic on k day of the year
• Improving road safety and reducing n = number of days in a year (365 or 366)
accidents by analyzing traffic flow VOLijm = daily volume of i occurrence of the j day
dynamics and identifying potential of week within the m month
congestion hotspots or bottlenecks where i = occurrences of day j in moth m for which
accidents are more likely to occur. traffic data are available
j = day of week (1 to 7)
 m = month of year (1 to 12) 4. Average Weekday Traffic
Njm = number of occurrences of day j in month • Is an average 24-hour traffic volume
m for which traffic data are available. occurring on weekdays for some period
of time less than one year, such as for a
month or a season.
• The relationship between AAWT and
AWT is analogous to that between AADT
2. Annual Average Weekday Traffic and ADT.
• The average 24-hour traffic volume • Uses:
occurring on weekdays over a full year. o Measurement of current demand
(we don’t consider Saturday and Sunday) o Evaluation of existing traffic flow
• Therefore, it is computed by dividing the Sample Table:
total weekday traffic volume for the year
by 260.

3. Average Daily Traffic

• Is an average 24-hour traffic volume at a
given location for some period of time
less than a year.
• ADT is a valid number only for the period
over which it was measured and type of
volumes included.
• ADT is the most basic unit for traffic
monitoring and forecasting.
• Provides an aggregated measure of
traffic volume.
• ADT requires Time of the Day (TOD), Day
of the Week (DOW), and Month of the
Year (MOY) total weekday vol.(veh)
AWT = no.of weekdays in month (days)
total monthly vol.(veh)
ADT = total days in month (days)
total sum of monthly vol.
AADT = 365
total sum of weekday vol.
Where: ADT = 260
VOLi = daily vol in the i day
n = number of whole days Change Rate/ Growth Factor
- Is an adjustment factor to reflect traffic
• Expansion Factors change or in an area over a given time
i. Hourly Expansion Factor (HEF) period.
- It can be expressed as a ratio or percent.

1. Rural
ii. Daily Expansion Factor (DEF) • Change rate on these road are less
affected by the local economy than on
the urban road.
2. Urban
iii. Monthly Expansion Factor (MEF) • For urbanized area the outlying parts are
likely to experience faster traffic change
than the city center or older, establish
parts of suburbs.
Flow Rate IV. SPOT SPEED STUDIES
- Volume observed for period of less than • Spot speed studies are used to determine
one hour are generally expressed as the speed distribution of a traffic stream at
equivalent hourly rates of flow (q). a specific location. The data gathered in
𝑁𝑜. 𝑜𝑓 𝑣𝑒ℎ 𝑑𝑢𝑟𝑖𝑛𝑔 𝑜𝑏𝑠𝑒𝑟𝑣𝑎𝑡𝑖𝑜𝑛 𝑝𝑒𝑟𝑖𝑜𝑑
𝐹𝑙𝑜𝑤 𝑅𝑎𝑡𝑒, 𝑞 = 𝑥60 𝑣𝑒ℎ/ℎ spot speed studies are used to determine
𝑂𝑏𝑠𝑒𝑟𝑣𝑎𝑡𝑖𝑜𝑛 𝑡𝑖𝑚𝑒 𝑖𝑛 𝑚𝑖𝑛
vehicle speed percentiles, which are useful
- For most practical purposes, 15 mins is in making many speed-related decisions.
considered to be the minimum period of
time over which traffic conditions are Applications
statistically stable. 1. Determining existing traffic operations and
Example: evaluation of traffic control devices.
• Determining the proper placements of
traffic control signs and markings
• Evaluating and determining proper
speed limits
• Setting appropriate traffic signal timing
2. Establishing roadway design elements
3. Assessing roadway safety questions
• Evaluating and verifying speeding
Peak Hour Volume problems
- The single hour of the day that has the • Assessing speed as a contributor to
highest volume is called “peak hour”. vehicle crashes
- The traffic volume within this hour is of • Investigating input from the public or
greatest interest to traffic engineers for other officials
design and operational analysis usage. 4. Monitoring traffic speed trends by
- The peak-hour volume is generally stated systematic ongoing speed studies
as a directional volume. 5. Measuring effectiveness of traffic control
- PHF is the ratio of the volume occurring devices or traffic programs, including signs
during the peak hour to a maximum rate and markings, traffic operational changes,
of flow during a given time period within and speed enforcement programs.
the peak hour.
- For standard 15-minuted analysis Locations
period, 1. Speed Trend Locations
• Straight, level, open sections of rural
highways
• Midblock locations on urban streets
Where:
2. Problematic Locations
V = hourly volume in veh/h
• High accident frequency purposes
Vm15 = maximum volume during the peak 15 min
• At points where the installation of traffic
of the analysis period (veh/15-min)
signals facility may be necessary.
Example:
Factors to Consider
1. Driver
• Age, gender, motive, distance of the trip
2. Vehicle
• Type, age, weight, manufacturer, and
horsepower
3. Roadways and Environment
• The graphical locations, grade, sight
distance, no. of lanes, spacing of
intersections; including time of the day
and weather.
 4. Traffic Methods of Spot Speed Studies
• Heavy or less volume, density, passing 1. Stopwatch Method
movements, speed regulations • Can be used to complete a spot speed
study using a small sample size taken
Speed Percentiles over a relatively short period of time.
- Speed percentiles are tools used to
determine effective and adequate speed
limits. The two speed percentiles most
important to understand are the 50th and
85th percentiles. The 50th percentile is
the median speed of the observed data
set.
- The 50th percentile of speed represents
the average speed of the traffic stream.
The 85th percentile is the speed at which
85% of the observed vehicles are
travelling at or below.

Where:
SD = speed at PD
PD = percentile desired
Pmax = higher cumulative percent
Pmin = lower cumulative percentile
Smax = higher speed
Smin = lower speed
 EXAMPLE: Data Presentation and Analysis
1. Graphical
• Frequency Histogram
• Frequency Distribution Curve
• Cumulative Frequency Curve
a. 15 percentile speed
b. 50 percentile speed
c. 85 percentile speed
d. 95 percentile speed

• For 50th percentile:

• For 85th percentile:

*Frequency Histogram of Observed Vehicles’

Speeds

2. Radar Meter Method

• Requires line-of-sight to accurately
measure speed and is easily operated
by one person. If traffic is heavy or the
sampling strategy is complex, two radar
units may be needed.
• Key Steps
i. Select proper location and
placement of radar meter.
*Frequency Distribution Curve of Observed
ii. Determine an appropriate selection
Vehicles’ Speeds
strategy.
iii. Record observations on radar meter
spot speed study data form.
iv. Generate frequency distribution
table and determine speed
percentiles.

*Frequency Cumulative Curve of Observed

Vehicles’ Speeds
2. Statistical Sample Problem:
• Arithmetic mean speed The accompanying data shows speeds
− Representing the collective average collected at Toronto, Canada. Based on
speed of the observed traffic. statistical method, determine the values of
the following:
a. Arithmetic mean speed
b. Median Speed
c. Modal speed
Where: d. Standard Deviation
f = frequency of observation
v = mean speed
n = number of observations

• Median speed
− The value that falls exactly in the
middle when all speeds are arranged
in order from lowest to highest,
representing the typical speed of
traffic regardless of extreme values.

• Modal speed Solution:

− The value that appears most
frequently, indicating the most
common speed among the observed
vehicles.

• Standard Deviation
− Quantifies how spread out the
individual speeds are from each
other.
V. TRAVEL TIME AND DELAY STUDIES Where:
Travel Time N =sample size (minimum number of test runs).
- A travel time study determines the σ = standard deviation (mi/h).
amount of time required to travel from d = limit of acceptable error in the speed
one point to another on a given route. estimate (mi/h).
𝑡 𝛼= value of the student’s t distribution with (1 -
Definition of Terms 𝛼 /2) confidence level and (N - 1) degrees of
• Travel time – the time taken by a vehicle to freedom
traverse a given section of a highway. 𝛼 = significance level.
• Running time – the time a vehicle is
actually in motion while traversing a given − The limit of acceptable error used
section of a highway. depends on the purpose of the study.
• Delay – the time lost by a vehicle due to The following limits are commonly
causes beyond the control of the driver. used:
• Operational delay – that part of the delay a. Before-and-after studies: ±1.0 to 3.0
caused by the impedance of other traffic. mi/h
This impedance can occur either as side b. Traffic operation, economic evaluations,
friction, where the stream flow is and trend analyses: ±2.0 to 4.0 mi/h
interfered with by other traffic. c. Highway needs and transportation
• Stopped time delay – that part of the planning studies: ± 3.0 to 5.0 mi/h
delay during which the vehicle is at rest.
• Fixed delay – that part of the delay caused • Average- Speed
by control devices such as traffic signals. − This technique involves driving the
This delay occurs regardless of the traffic test car along the length of the test
volume or the impedance that may exist. section at a speed that, in the opinion
• Travel-time delay – the difference of the driver, is the average speed of
between the actual travel time and the the traffic stream. The time required
travel time that will be obtained by to traverse the test section is noted.
assuming that a vehicle traverses the The test run is repeated for the
study section at an average speed equal to minimum number of times,
that for an uncongested traffic flow on the determined from Eq.1, and the
section being studied. average time is recorded as the travel
time. In each of these methods, it is
Methods for Conducting Travel Time and first necessary to clearly identify the
Delay Studies test section. The way the travel time
1. Using a Test Vehicle is usually obtained is that the
• Floating Car observer starts a stopwatch at the
− In this method, the test car is driven beginning point of the test section
by an observer along the test section and stops at the end.
so that the test car “floats” with the − Additional data also may be obtained
traffic. by recording the times at which the
− The driver of the test vehicle attempts test vehicle arrives at specific
to pass as many vehicles as those locations which have been identified
that pass his test vehicle. before the start of the test runs. A
− The time taken to traverse the study second stop-watch also may be used
section is recorded. to determine the time that passes
each time the vehicle is stopped. The
sum of these times for any test run
will give the stopped-time delay for
that run.
 • Moving Vehicle Technique Sample Problem:
− In this technique, the observer makes
a round trip on a test section like the
one shown in Figure, where it is
assumed that the road runs East to
West.
− The observer starts collecting the
relevant data at section X-X, drives
the car Eastward to section Y-Y, then
turns the vehicle around and drives
Westward to section X-X again.
− The following data are collected as
the test vehicle makes the round trip:
− The time it takes to travel East from X-
X to Y-Y (Te), in minutes The data in Table 1 were obtained in a travel
− The time it takes to travel West from time study on a section of highway using the
Y-Y to X-X (Tw), in minutes moving-vehicle technique. Determine the
− The number of vehicles traveling travel time and volume in each direction at
West in the opposite lane while the this section of the highway.
test car is traveling East (Ne) a. Mean time it takes to travel eastward
− The number of vehicles that overtake (Te)=2.85 min
the test car while it is traveling West b. Mean time it takes to travel westbound
from Y-Y to X-X, that is, traveling in the (Tw)=3.07 min
Westbound direction (Ow) c. Average number of vehicles traveling
− The number of vehicles that the test westward when test vehicle is traveling
car passes while it is traveling West eastward (Ne)=79.50
from Y-Y to X-X, that is, traveling in the d. Average number of vehicles traveling
Westbound direction (Pw) eastward when test vehicle is traveling
− The volume (Vw) in the westbound westward (Nw)=82.25
direction can then be obtained from e. Average number of vehicles that
the expression: overtake test vehicle while it is
traveling west-ward (0w) = 1.25
f. Average number of vehicles that
overtake test vehicle while it is
traveling east-ward (Pe)=1.00
g. Average number of vehicles the test
vehicle passes while traveling
Where: westward (Pw)=0.875
(Ne + Ow - Pw) = the number of vehicles h. Average number of vehicles the test
traveling westward that cross the line X-X during vehicle passes while traveling
the time (Te + Tw). eastward (Pe)=1.5
Solution:
− Similarly, the average travel time in
the westbound direction is obtained
from:
 2. Not Requiring a Test Vehicle • Determination of relative efficiency of a
• License-Plate Observations route by developing sufficiency ratings or
− Observers stationed at both ends of congestion indices.
the test section record passing cars' • Determination of travel times on specific
last three or four license plate digits links for use in trip assignment models.
and passage times. Data reduction in • Compilation of travel time data that may
the office matches arrival times to be used in trend studies to evaluate the
calculate travel times for each vehicle. changes in efficiency and level of service
The average of these provides the test with time.
section's average travel time. A sample • Performance of economic studies in the
size of 50 matched plates is evaluation of traffic operation alternatives
recommended for accuracy. that reduce travel time.

• Interviews
− The interviewing method involves VI. TRAFFIC SIGNAL CONTROLS
gathering data from drivers on the - Including lights, signal poles,
study site regarding their travel times controllers, and sensors.
and delays experienced. It enables the
- Regulate traffic flow to enhance safety
collection of extensive data quickly,
and efficiency by managing vehicle and
but relies on the cooperation of those
interviewed, as the accuracy of results pedestrian movement.
depends solely on the information - Assigning right of way, reducing
provided by them. accidents, and minimizing congestion.

• ITS Advanced Technologies Operations

− Intelligent Transportation Systems • Traffic signal controls operate through
(ITS), also known as Telematics, predefined timing or real-time
involves collecting, storing, analyzing, conditions
and distributing data on the movement Example: sequencing lights (green, yellow,
of people and goods. It's applied in red) to optimize flow and minimize delays.
various transportation sectors like • Advanced tech like ASCS and
traffic management, public transit, Connected Vehicle Technology are
traveler information, electronic toll used.
payment, and safety. Advanced
technologies have emerged to support Types of Traffic Signal Controls
ITS, such as using cell phones to gather 1. Fixed-Time
travel time data on roads. The cell • Signal timings are predetermined and do
phone network is segmented into cells not change based on real-time traffic
of varying sizes, each with a base conditions.
station for signal transmission to and • Each phase of the signal cycle operates
from cell phones within its range. for a fixed duration
• Based on traffic engineering standards
Applications of Travel Time and Delay Data and historical traffic patterns.
• Determination of the efficiency of a route • Used in: Residential Subdivisions
with respect to its ability to carry traffic. (consistent traffic pattern)
• Identification of locations with relatively
high delays and the causes for those 2. Actuated
delays. • Use sensors (inductive loops) to detect
vehicles or pedestrians.
• Performance of before-and-after studies
• Usually embedded in the pavement or
to evaluate the effectiveness of traffic
cameras
operation improvements.
 • Adjust signal timing based on detected Efficiency:
traffic demand. Minimizes
unnecessary
• Based on traffic engineering standards stops.
and historical traffic patterns. Real-Time Technological
• Used in: Busy Urban Intersections Optimization: Requirements:
(adjust dynamically based on demand) Maximizes Costly
TRAFFIC- efficiency. implementation.
RESPONSIVE Adaptability: Complexity:
3. Traffic-Responsive
Accommodates Requires
• Dynamically adjusts signal timings traffic expertise for
based on real-time traffic data. fluctuations. operation.
• Utilizes advanced algorithms and Optimized
Initial
communication technologies (traffic Investment:
Efficiency:
Requires
detectors, cameras, or connected Maximizes
significant upfront
vehicle systems) ADAPTIVE
traffic flow.
costs.
• Used in: Major Highways and Arterial Flexibility:
Maintenance:
Adapts to
Roads changing
Ongoing upkeep
for reliable
conditions.
performance.
4. Adaptive
Emergency
• Continuously analyzes traffic conditions Response:
and optimizes signal timings. Reduces
Potential
• Uses sophisticated algorithms to response times,
Disruption: May
predicts traffic patterns and learns from potentially
inconvenience
past behavior. PREEMPTION saving lives.
other road users.
AND Efficiency:
• Provide more responsive and efficient PRIORITY Maintains
Safety Concerns:
signal operation Improper
traffic flow
implementation
• Used in: Central Business Districts while expediting
may pose risks.
(CBDs), Makati or Ortigas Center emergency
5. Pre-emption and Priority vehicle
movement.
• Gives priority treatment to emergency
vehicles.
Importance of Signal Timing in Traffic Flow
• Preemption System: Changes lights to
1. Optimizing Traffic Flow
green for emergency vehicles.
2. Maximizing Intersection Capacity
• Uses specialized transmitters
3. Improving Safety
• Priority Control: Adjusts signal timings
4. Reducing Environmental Impacts
for emergency vehicle passage.
5. Enhancing Transportation Equity
• Used in: Emergency Response Routes
6. Supporting Economic Development

Technological Advancement of Traffic

TYPE OF
SIGNAL ADVANTAGE DISADVANTAGE
Control Systems in the Philippines
CONTROL 1. Adaptive Traffic Signal Control Systems
Simplicity: Inflexibility: 2. Traffic Management Apps
Easy Cannot adapt to 3. CCTV Cameras and Traffic Monitoring
implementation changing traffic Systems
and operation. conditions. 4. Electronic Toll Collection (ETC) Systems
FIXED-TIME
Predictability: Congestion: May
Consistent contribute to
5. Public Transportation Tracking Systems
signal timings delays during 6. Smart Intersection Management
for drivers. peak hours.
Dynamic
Complexity: Real Life Examples
Requires sensor 1. CCTV Cameras
Adjustment:
infrastructure.
ACTUATED Responds to
Sensitivity:
• High-resolution cameras installed at key
real-time traffic intersections capture real-time traffic
Susceptible to
demand.
malfunctions. conditions.
 • These cameras are connected to a population growth, and limited road capacity.
centralized control center where traffic Managing such complex traffic patterns
operators can monitor the situation. requires sophisticated technologies and
2. Traffic Sensors strategies.
4. Public Awareness and Acceptance:
• In-road sensors or loops embedded in
Introducing new technologies may face
the pavement detect the presence of
resistance from the public due to concerns
vehicles and measure traffic density. about privacy, data security, and reliability.
• This data helps in assessing the volume Building public awareness and gaining
of vehicles and adjusting signal timings acceptance for these systems is crucial for
accordingly. their successful implementation.
3. Dynamic Message Signs (DMS)
• Electronic signs placed along roads Solutions
provide real-time information to drivers 1. Public-Private Partnerships (PPP):
about traffic conditions, accidents, road Collaboration between government agencies,
closures, and alternative routes, private companies, and technology providers
can help overcome funding constraints. PPPs
allowing motorists to make informed
can leverage private sector expertise and
decisions.
resources to finance, develop, and maintain
4. Adaptive Traffic Signal Controls advanced traffic control systems.
• Advanced algorithms analyze the data 2. Infrastructure Development: Investing in
collected from cameras and sensors to infrastructure development, such as
dynamically adjust traffic signal timings improving road networks, upgrading
based on current traffic conditions. communication systems, and ensuring
• This helps in reducing congestion and reliable power supply, is essential for
minimizing travel times. supporting advanced traffic control
5. Mobile Application technologies.
• We have developed mobile applications 3. Adaptive and Scalable Solutions:
Implementing adaptive traffic control systems
that provide commuters with real-time
that can dynamically adjust to changing traffic
updates on traffic conditions, road
conditions can help manage traffic density
closures, and alternative routes. and complexity more effectively. Scalable
• These apps also allow users to report solutions that can be customized to suit the
accidents or road obstructions, specific needs of different cities and regions
facilitating better communication are also important.
between authorities and the public. 4. Public Engagement and Education: Engaging
• Example: Waze, Google Maps, Apple with the public through awareness campaigns,
Maps, Etc. community consultations, and educational
programs can help address concerns and
Challenges and Solutions build trust in advanced traffic control systems.
Challenges Transparent communication about the
1. Limited Infrastructure: Many areas in the benefits, limitations, and safeguards of these
Philippines lack the necessary infrastructure, technologies is crucial for gaining public
such as reliable power supply and internet acceptance.
connectivity, which are essential for 5. Capacity Building and Training: Providing
implementing advanced traffic control training and capacity building programs for
systems. traffic management personnel and IT
2. Funding Constraints: Implementing professionals is essential for effectively
advanced traffic control systems requires deploying and maintaining advanced traffic
significant investment in infrastructure, control systems. Building local expertise can
equipment, and software. Limited funding may also help reduce reliance on external vendors
hinder the adoption of these technologies, and ensure the sustainability of these
especially in smaller cities and rural areas. systems.
3. Traffic Density and Complexity: The
Philippines, particularly major cities like Metro
Manila, experience high traffic density and
complexity due to rapid urbanization,