0% found this document useful (0 votes)
10 views9 pages

A GIS Based Traffic Control Strategy Pla

The document presents a GIS-based approach for traffic control strategy planning at urban intersections, focusing on the integration of intelligent transport systems (ITS) with advanced traffic management systems (ATMS). It proposes a method to measure the importance of each intersection using GIS capabilities, dynamic traffic modeling, and space syntax theory, aiming to optimize traffic flow and reduce congestion. The study emphasizes the need for automatic traffic data acquisition and the collaborative functioning of ATMS, advanced traveler information systems (ATIS), and advanced public transportation systems (APTS).

Uploaded by

Semalign
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)
10 views9 pages

A GIS Based Traffic Control Strategy Pla

The document presents a GIS-based approach for traffic control strategy planning at urban intersections, focusing on the integration of intelligent transport systems (ITS) with advanced traffic management systems (ATMS). It proposes a method to measure the importance of each intersection using GIS capabilities, dynamic traffic modeling, and space syntax theory, aiming to optimize traffic flow and reduce congestion. The study emphasizes the need for automatic traffic data acquisition and the collaborative functioning of ATMS, advanced traveler information systems (ATIS), and advanced public transportation systems (APTS).

Uploaded by

Semalign
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/ 9

166 IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.

1, January 2009

A GIS-based Traffic Control Strategy Planning at Urban


Intersections
Mina Khalesian, Parham Pahlavani and Mahmoud Reza Delavar

Center of Excellence in Geomatics Eng. and Disaster Management, Dept. of Surveying and Geomatics Eng., College of
Eng., University of Tehran, Tehran, Iran

Summary (ATMS) is one of the components of the ITS which


For having better and up to date traffic information access, predicts traffic congestion and provides real time control
spatio-temporal GIS for transportation (TGIS-T) needs to interact strategies for freeways and arterials [3]. As one important
with the intelligent transport systems (ITS). Advanced traffic component of ATMS, traffic control systems respond to
management systems (ATMS) is one of the components of the changing traffic conditions to control ramp flows to
ITS and predicts traffic congestion and provides real time traffic
improve the efficiency of freeways, to maintain priorities
information and optimal control strategies for freeways and
arterials. ATMS needs automatic acquisition of traffic for high-occupancy vehicles and to coordinate signal
information such as traffic volume using different detectors. In timing strategies across regional arterial network. By
fact, the ideal condition for ATMS is the one in which all urban ATMS-produced information utilization, advanced
intersections are equipped with these detectors, however, it traveler information systems (ATIS), the other component
would not be possible in short time. So, the urban intersection of the ITS assists travelers with planning, perception,
degree of importance recognition in order to consider the priority analysis and decision making to improve the convenience,
as well as planning for detectors installation is one of the main safety and efficiency of travel [3]. ATIS is currently being
traffic control designers' challenges. developed to improve the safety and efficiency of
In this paper, an approach has been proposed and implemented to
automobile travel. In conjunction with ATIS and ATMS,
measure each intersection degree of importance, considering the
impact of other network intersections using GIS capabilities, advanced public transportation systems (APTS) is another
dynamic traffic modeling and space syntax theory. important component of ITS. APTS applies advanced
Tests of each intersection degree of importance for a part of navigation, information and communication technologies
North-West of Tehran urban traffic network are conducted and that most benefit public transportation [3].
the results verified the efficiency of the proposed method and According to the above information, it is supposed that
support our strategy. ATIS and APTS need cooperating with ATMS,
Key words: furthermore, ATMS needs automatic acquisition of traffic
TGIS-T, ATMS, Space Syntax theory, Network analysis ere the information such as traffic volume by using different
part of 4-5 keywords. detectors.
In fact, the ideal condition for ATMS is the one in which
all urban intersections would be equipped with these
1. Introduction detectors but it would not be possible in short time. So, the
Decisions are often evaluated on the basis of quality of the urban intersection degree of importance recognition in
processes behind. It is in this context that geospatial order to consider the priority as well as planning for
information system (GIS) and spatial decision support detectors installation is one of the main traffic control
system (SDSS) increasingly are being used to generate designers' challenge [4]. Practically, choosing an
alternatives to aid decision-makers in their deliberations intersection for detectors' installation is done by
[1]. comparing local traffic statistics regardless of the effect of
Among so many implementations of GIS, a GIS other network intersections on the proposed intersection in
application for Transportation (GIS-T) has become an different times a day [5, 6].
outstanding one [2]. It is possible to state unequivocally In one hand, this selection method may reach to a fruitful
that GIS-T represents one of the most important result but it is time and money consuming. In the other
application areas of GIS technology [2]. hand, if we installed the detectors on the intersection(s)
For having better and up to date traffic information access, that were effective on the selected intersection for
GIS-T needs to interact with the intelligent transport installing detectors as well as considering some
systems (ITS). Advanced traffic management systems controlling strategies, the congestion of the chosen
intersection could be reduced definitely.

Manuscript received January 5, 2009


Manuscript revised January 20, 2009
IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009 167

In this paper, an approach has been proposed and spatial analyses is possible through GIS analytical
implemented to measure each intersection’s degree of capabilities.
importance, considering the impacts of other network Accordingly, some of the Jiang's researches could be
intersections using GIS capabilities, dynamic traffic considered [11, 12, 17, 18, 19].
modeling and space syntax theory. Among Jiang’s researches, [17] seems to be more justified
In section 2, the proposed strategy is exhibited. In section in terms of integrating space syntax with GIS. One of the
3, the proposed method is represented. Experiments are shortcomings of the previous researches on the integration
exhibited in section 4 and finally the results are introduced of GIS and space syntax is to consider specific problems.
in section 5. This research intends to provide a comprehensive
approach for GIS and space syntax integration.
By proposing an innovative approach on the basis of TGIS
2. Strategy capabilities, dynamic traffic modeling and space syntax
theory, this paper has come up to measure each
Geospatial Information System (GIS) is widely used to intersection degree of importance, considering the impacts
support the spatially related decisions and provides an of other network intersections.
integrated and flexible set of tools for analyzing large
volume of geospatial data and services. To achieve full
GIS functionalities, they must have capabilities to store 3. The Proposed Method
and retrieve, manipulate and represent data [7].
In many applications, GIS tends to show a static situation In this section, the specific approaches used for computing
of the world called a snapshot [8]. However, recent the importance of each urban intersection are introduced.
developments in time-dependent data from historical to
real time data capture, such as transportation lead to many
new potential applications for spatio-temporal systems [9]. 3.1 Algorithm
Enhancing the spatio-temporal capabilities of geospatial
Figure 1 shows the workflow of the proposed algorithm.
information systems in transportation applications is an
issue that has been received much attention recently and it
is led to the development of a GIS branch called spatio-
Input the GIS-ready Traffic Network Map and

Traffic prediction through Dynamic Traffic Assignment

Compute Each Road Allocated


Time and Update the Spatio-
temporal GIS for transportation (TGIS-T). These Allocated Time
for Each Urban
its Spatio-Temporal Database

Temporal Database
information systems manage not only spatial and aspatial Analytical
Dynamic Road Network
(Table 1)
components of geospatial transportation entities, but also Origin- Networks
Models
Allocated
Destination Traffic Volume
consider their temporal characteristics [7]. Matrix for Each Urban Allocated Delay
Estimation and Road Network Times for Different
GIS-T components can be obtained from extension of Prediction
Simulation
Based Dynamic Movements at
(Un)Signalized
common GIS components. These components are Network
Models
Intersections
(Eqs. 2 and 4)
temporal data management, analysis and visualization [7].
It is obvious that spatio-temporal analyses are based on Modeling Allocated Dynamic Traffic Time (Section 3.2)
existing spatio-temporal databases and therefore, most past
efforts to add temporal capabilities to geospatial
Computing the
Computing the Computing the Shortest Path
information systems have been undertaken to spatio- Integration/Importance of
Mean Depth Value Between ith and jth Node (dij) Using
of ith Node (MDi)
temporal databases and modeling. Time-stamping and ith Node (Eq. 13) the Modified Dijkstra Algorithm
Using Eq. 11 Based on d-Heap's Structure (d=2)
event or process based spatio-temporal data modeling are Computing the Importance of Each Intersection (Section 3.3)
some of the results in this area [10]. On the other hand,
temporal visualization is not a pure geospatial information
Fig. 1 The workflow of the proposed method to achieve each intersection
(GI) related problem and the results of the other data degree of importance
visualization and representation efforts, such as animation,
3D and multimedia representations can also be used for
representation of spatio-temporal data [7]. 3.2 Modeling allocated dynamic traffic time
Space syntax is a set of theories and tools used for spatial
morphological analysis with particular applications in The proposed approach used for modeling allocated
urban science [11, 12]. It has been widely used for dynamic traffic time shown in Figure 1, is explained as
pedestrian modeling[13], crime analysis [14], traffic follow.
pollution control [15], and way-finding processes [16]. As
the space syntax theory is based on the graph theory
principles, the design and implementation of space syntax
168 IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009

3.2.1 Travel time-volume functions Dynamic traffic assignment (DTA) is a solution algorithm
for solving the DUO problem [24]. The DTA is a heuristic
An effective approach to model transportation network algorithm that generates approximate solution of DUO
congestion is through equilibrium analysis [20, 21, 22]. conditions. Interfacing the DTA procedure with a GIS
The equilibrium approach captures the relationship enhances its functionality for conducting analysis. The
between users’ travel decisions and network performance.
Adjustments occur between users’ decisions and network Road type V (Km/h) Function
0
performance until a balance pattern is achieved. This
Exp. Way ⎡ v 4⎤
pattern is network equilibrium in the sense that each t = 0.67⎢1 + 0.15( )
390w ⎥⎦
90
with a negative slope ⎣
traveler has no further incentive to change their route
choices. Empirical evidence, albeit limited in scope, Exp. Way ⎡ v 4⎤
t = 0.75⎢1 + 0.15( )
350w ⎥⎦
80
supports the existence of network equilibrium. without a slope ⎣
The basic model of congested network equilibria is the Exp. Way ⎡ v 4⎤
t = 0.86⎢1 + 0.15( )
330w ⎥⎦
70
user optimal (UO) [3]. This principle states that, at with a positive slope ⎣
network equilibrium, no traveler can reduce his or her Major arterial ⎡ v 4⎤
t = 1.00 ⎢1 + 0.15( )
travel costs by unilaterally changing routes. Alternatively, (outside the central 60 ⎣ 310 w ⎥⎦
all used routes between an origin-destination (O-D) pair district)
have the same, minimal cost and no unused route has a Major arterial (inside ⎡ v 4⎤
t = 1.00⎢1 + 0.15( )
250w ⎥⎦
60
lower cost [22]. Effective algorithms exist that solve for the central district) ⎣
the network flows that correspond to the UO pattern [21]. ⎡ v 4⎤
t = 1.20⎢1 + 0.15( )
240w ⎥⎦
The standard UO approach is oriented towards long term Minor arterial 50

infrastructure planning and policy. Since it assumes a ⎡ v 4⎤
t = 1.50⎢1 + 0.15( )
200w ⎥⎦
‘steady-state’ equilibrium, it cannot capture detailed Collector-Feeder 40

temporal and spatial dynamics. However, these dynamics
⎡ v 4⎤
are especially important for capturing congestion patterns t = 1.50 ⎢1 + 0.15( )
150 w ⎥⎦
Local access 40
and properties that affect routing and schedule within and ⎣
through urban areas. GIS provides effective decision support through its
Several dynamic network flow models are available [23]. database management capabilities, graphical user
However, many have strong computational and data interfaces and cartographic visualization of complex
requirements. A typical formulation treats the network as a spatial and temporal congestion patterns and the resulting
dynamic system whose flow is the solution of an optimal optimal paths [9]. GIS also allows the analyst to change
control problem. In addition to a substantial computational the road network to reflect failure or capacity reduction
platform, this requires continuous-time monitoring and due to unplanned disruptions.
control of flows in the network. This may be reasonable Modeling speed and time: DTA forecasts traffic volume
for applications such as intelligent transportation systems for each urban road network using speed and time
(ITS). assignments of each road using Bureau of Public Roads
Since we are designing a pragmatic dynamic congestion (BPR) functions defined for each road (link) type [3]. The
module as part of a broader logical analysis system, we standard “BPR” performance functions relate capacity,
have selected a more tractable modeling strategy. The current volume and free-flow traversal speed to estimate
dynamic user optimal (DUO) approach is a discrete-time travel speed as a function of current flow [25]:
dynamic flow model [24]. Although it cannot capture
1 1 ⎡ v n⎤
continuous-time patterns, it can provide flow dynamics to = ⎢1 + β ( ) ⎥ (1)
V V0 ⎣ Q ⎦
a fine level of temporal resolution. This finite resolution is
sufficient for solving urban routing problems. The DUO where:
principle states that, at network equilibrium, no traveler V = link travel speed (Km/h)
who departed during the same time interval can reduce his V0 = link free-flow travel speed (Km/h)
or her travel costs by unilaterally changing routes. v = link flow rate (vehicles per time interval)
Alternatively, all used routes between an O-D pair have Q = steady state link capacity (vehicles per time interval)
the same, minimal cost and no unused route has a lower β , n = empirical parameters
cost for travelers that departed during the same time
interval. These conditions are a temporal generalization of Some metropolitan planning organizations have estimated
the UO conditions: UO is a special case of a DUO with the required empirical parameters for their local areas. In
one long analysis time period [24]. Iran β and n are estimated as 0.15 and 4, respectively [26].
Since these parameters are related to different functional
IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009 169

urban road types (in terms of posted speed limits), they 3.2.3 The delay function of intersections without
provide reasonable results without the expense of traffic light (unsignalized intersection)
calibrating the flow cost functions for each study area.
However, they cannot capture regional or local differences The average delay time for passing through one
in driver behaviors. Table 1 shows the travel time-volume intersection with a flashing traffic light, a square, and a
function for different road types of urban traffic network regular intersection is calculated using Eq. 4 [28]:
in Iran. ⎡ v 2⎤
d = d f ∗ m ∗ ⎢3.5 + 4 ∗ ( )
Table 1: Travel time-volume function for different road types [26] ⎣ w ∗ Q ⎥⎦
(4)
3.2.2 The delay function of intersection with traffic where:
light (signalized intersection) • d: the average delay per vehicle for passing
intersection (seconds)
The average delay time for passing through signalized • df: the coefficient delay for the entering street
intersections is presented as Eq. 2 [27]: with no traffic light
(c − g ) 2 v df shows the right of way effect for each
d= + a ∗ ( )b entering in comparison with other intersection
v Q
2 ∗ c(1 − ) entrances. df for an entering with the right of
w∗ s (2) way is always smaller than that for an entering
with no right of way (Table 3).
where:
• m: the movement degree of difficulty coefficient
• d: the average delay per vehicle for passing the in which
intersection (per second)
• c: the cycle time (per second) m = m1 ∗ m 2 (5)
• g: the green time length for a particular cycle for m1: the number of legal and effective movements
a needed movement (per second) in an intersection
• v: the total traffic volume in the street having
traffic light (car equivalent per hour) m1 = NEL*NExL-NTNU-NFM-NLM (6)
• s: the rate of the saturation flow for 1 meter of NEL: the number of entrance links to an
width (car equivalent per hour) intersection
• w: the width of the street having traffic light (per NExL: the number of exit links from an
meter) intersection
• Q: the practical capacity of the street having NTNU: the number of two direction links with no
traffic light (car equivalent per hour) and U-turn
NFM: the number of forbidden movement in an
g
Q= ∗s (3) intersection
c NLM: the number of legal movements
• a: the constant value for various movements in
one intersection (Table 2) m2: the ratio of the number of entrances to exits
• b: the constant value equals to 2 1 + the number of entrances
m2 = min{ ,1.2} (7)
1 + the number of exits
Table 2: Different "a" values for various movements
in one intersection [27] • w: the width of the street having traffic light (per
Movement type a meter)
Turn right movement 32 • Q: the practical capacity of the street having
Straight movement 29 traffic light (car equivalent per hour)
Turn left movement 36 • v: the total traffic volume in the street having
traffic light (car equivalent per hour)
170 IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009

Table 3: Different "df" values regarding various right of 3. Deriving the graphs morphologic properties:
way situation [28]
connectivity, control value, depth, and
An entering street situation df integrability. These are defined as follow [12]:
An entering street with no right of 1
way 2 • The connectivity value is the number of
An entering major/minor arterial 1 immediate neighbors of nodes (Eq. 8).
street having right of way 4
An entering Exp. Way having right 1
Ci = k (8)
of way 6
th
where Ci = Connectivity of i node
3.3 Computing the importance of each intersection k = Immediate neighbours
• The control value of a node expresses the
As stated in section 2, space syntax is a set of theories and degree to which the node controls access to
tools used for spatial morphological analysis with its immediate neighbors, taking into account
particular applications in urban science [11, 12]. As the the number of alternative connections of
space syntax theory is based on the graph theory principles, these neighbors (Eq. 9).
the design and implementation of space syntax spatial k

∑C
1
analyses is possible through GIS analytical capabilities. ctrl i = (9)
j=1 j
In following, first we point the different steps in space
syntax with GIS integration based on the researches where
th
undertaken by Jinag, then we elaborate the existing ctrli = Control value of i node
problems in some parts, and finally we represent a proper th
solution for the mentioned problems. k = Connected nodes to i node
th
Based on the Jiang's researches [11, 12, 17, 18, 19], the Cj = Connectivity of j node
main steps in integrating space syntax with GIS are briefly • The depth value is the smallest number of
mentioned in preprocessing and processing steps. The steps from a node to the others. It is defined
steps 1 and 2 represent prepossessing steps and step 3 as total depth and mean depth values (Eqs.
belongs to processing step: 10 and 11).
1. Spatial decomposition of spatial configuration
into elementary units of analysis: bounded spaces, n
convex spaces and axial lines [12].
2. Representing derived analysis units and their
Di = ∑d j =1
ij (10)

connections as a connectivity graph in which its MDi = Di/(n-1) (11)


nodes and links are respectively the analysis units th
and their connections. Jiang et al. [12] illustrate where Di =Total depth value of i node
th th
three different representations for a connectivity dij = shortest path between i and j
graph depending on the degree of linearity in
environment including axial line, convex and grid node
representations [12]. Axial line representation is n = Number of nodes
th
used for structural representation of street MDi =Mean depth value of i node
network [17]. In this structure a street network is • Integration/importance value is the degree to
represented using a graph where named streets which a node (i.e., street in Jiang's
are represented as nodes and street intersections researches based on the step 2) is integrated
as links of the graph (Figure 2). or segregated from the system. Based on the
step 2, a node is known to be more
integrated if all the other nodes can be
reached after traversing a small number of
intervening nodes and less integrated if the
necessary number of intermediate nodes
increases. The integration of a node is
measured similar to relative asymmetry as
Fig. 2 Axial line representaion [12] the average depth of the node to all other
nodes (Eqs. 12 and 13).
IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009 171

capable of memory cost management in large networks


RAi = 2(MDi – 1)/(n-2) (12) [29].
Ii = 1/RAi (13)
where 4. Experiments
th
RAi =Relative asymmetry value of i node.
th The proposed methods were implemented by ArcGIS
Ii = integration of i node
utilization and customization. ArcGIS has a feature in
In steps 1 and 2, Jiang et al. suggested an axial line for architectural design, which enables it to be developed by
solving the urban street network structure, which it seems COM programming in any visual environment.
the best usage of this structure is for the model-based To evaluate the performance of the outlined method, we
generalization [12, 17]. It led them for using the Breadth performed experiments using actual road maps of a part of
First Traverse algorithm for finding the shortest path the North-West of Tehran urban traffic network at a scale
between two nodes to such an extent that the above of 1:2000. Table 4 shows the characteristics of the maps
definition of a more/less integrated node is affected by used in the experiments, where the nodes correspond to
using this algorithm. But the Breadth First Traverse the intersections. In addition, each result given up was
algorithm should be used for recognizing the shortest performed on Intel® Core™ 2 Duo CPU T7300 (2 and
number of edges between two nodes. It is clear that when 1.99 GHz) with 2 GB of RAM.
all the graph edge lengths are equal with each other, the
Breadth First Traverse algorithm utilization has the same Table 4: Characteristics of the map used
result as the shortest distance algorithm like Dijkstra [29] Number of links Number of nodes
and of course it would not happen in urban street network
practically. Map 5121 4389
It could be said that the axial line method proposed in step
2 causes all the results in step 3 would be unrealistic. Based on Figure 1, the integration value for every urban
Because urban problems like the problem under traffic network node (intersection) during four times a day
investigation need to calculate the shortest path between is calculated (Figures 3 to 6) and is classified in 4 classes
two intersections by considering the travel time needed to by the equal interval classification approach. According to
pass a road as well as an intersection. So instead of using the figures, the more the integration, the more node
step 2, after geometric and topological errors elimination, importance will be.
the urban traffic network graph was used in a way that Based on the figures (3 to 6) the degree of importance of
every node and edge in step 3 represents an intersection the intersections (Equation 13) is different regarding to
and a road, respectively. Accordingly, a node is called to dijs' inequality during a particular time a day. The
be more integrated if all the other nodes can be reached different dijs' inequality is the result of dynamic allocated
after traversing a small cost (travel time in the problem time for passing each link (road) and node (intersection)
under investigation) and vice versa. during a particular time a day (section 3.2). Now it is the
The most important element in step 3 is dij calculation. best time to plan and to install detectors according to
One of the key factors in dij calculation is to be cautious achieved importance of each intersection during a
about the possible need for optimizing one criterion in particular time a day. So, all intersections with the degree
order to calculate the shortest path between the two nodes. of importance more than 39.842 could be the suitable
For instance, if it is supposed that a node is more place for installing traffic detectors.
integrated in a graph or less integrated; one question is Among the figures (3 to 6), Figure 3 needs the most
posed that “how could the importance of a node detectors installation which shows the highest requirement
(intersection) in an urban traffic network dependent on of imposing traffic control strategies from 6:30 to 7:30
different values of a criterion e.g., the travel time of each p.m. In Figures 7 and 8, we compare selected places for
street during a day, be calculated?” installing detectors (places with integration more than
So, the integration/importance of a node is different 39.842 achieved from proposed method from 6:30 to 7:30
according to different values calculated by the proposed p.m.) and the current detectors installed by Tehran Traffic
method in section 3.2 for travel time during a day based on Control Center without using the proposed method,
the different calculated dij. Accordingly, the solution for respectively. Although, there are some similar detectors in
dij is classified in single criterion shortest path problems the same place according to the above-mentioned ways,
(SSP) which is one of the branches of shortest path there are actually some differences which determine the
problems in GIS network analyses [30]. In this paper, we significance of the proposed method for recognizing the
used the modified Dijkstra's algorithm based on d-Heap's exact place of detectors installation by considering the
structure with d=2 for dij calculation. This algorithm is lowest cost and time in advance.
172 IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009

Fig. 4 The integration/importance value for each node from


Fig. 3 The integration/importance value for each node form
7:30 to 8:30 p.m. on a typical Saturday
6:30 to 7:30 p.m. on a typical Saturday

Fig. 5 The integration/importance value for each node from Fig. 6 The integration/importance value for each node from
8:30 to 9:30 p.m. on a typical Saturday 9:30 to 10:30 p.m. on a typical Saturday
IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009 173

Figure 7: The selected intersections for installing traffic Figure 8: The traffic detectors installed by Tehran Traffic
detectors based on the integration values more than 39.842 Control Center
form 6:30 to 7:30 p.m. on a typical Saturday

5. Conclusions References
For having better and up to date traffic information access, [1] P. Pahlavani, F. Samadzadegan, and M. R. Delavar, "A
spatio-temporal GIS for transportation (TGIS-T) needs to GIS-based approach for urban multi-criteria quasi
interact with the intelligent transport systems (ITS). optimized route guidance by considering unspecified
Advanced traffic management systems (ATMS) is one site satisfaction", Lecture Notes in Computer
component of the ITS and predicts traffic congestion and Science(LNCS) , vol. 4197, pp. 287-303, 2006.
provides real time traffic information and optimal control [2] N. M. Waters, Geographical Information Systems. 2nd
strategies for freeways and arterials. ATMS needs edition. John Wiley and Sons Inc, 1998.
[3] B. Ran, and D. Boyce, Modeling Dynamic
automatic acquisition of traffic information such as traffic
Transportation Networks. 2nd Revised Edition. Springer,
volume by using different detectors. 1996.
In fact, the ideal condition for ATMS is the one which all [4] k. Chen, and J. C. Miles, ITS Handbook 2000,
urban intersections would be equipped with these Recommendations from World Road Associations
detectors but it would be impossible in a short time. So, (PTARC). Artech House, New York, 1999.
the urban intersection degree of importance recognition in [5] M. A. Chowdhury, and A. W. Sadek, Fundamentals of
order to consider the priority as well as planning for Intelligent Transportation Systems Planning. Artech
detectors installation is one of the main traffic control House, Boston, 2003.
designers' challenge. [6] M. Morrow, Evaluating Intelligent Transportation
In this paper, a unique approach has been Systems. VDM Verlag, 2008.
designed and implemented to measure each intersection [7] A. U. Frank, A Theory for Geographic Information
degree of importance, considering the related impacts of Systems. Unpublished Manuscript, 2005.
the other network intersections using the GIS capabilities, [8] A. U. Frank, and A. Gruenbacher, "Temporal data, 2nd
dynamic traffic modeling and space syntax theory. order concepts lead to an algebra for spatio-temporal
So, dynamic traffic modeling is used for calculating objects", Proc. Workshop on Complex Reasoning on
Geographical Data, Cyprus, December 1, 2005.
allocated dynamic traffic time for passing from each link
[9] M. Worboys, and M. Duckham, GIS: A Computing
and intersection. These allocated dynamic traffic times are Perspective. 2nd edition. Washington, CRC Press, USA,
also saved in the spatio-temporal traffic network data base 2004.
in order to analyze the shortest path between two nodes in [10] G. Langran, Time in Geographic Information
GIS. Finally, the degree of importance of each network Systems, Taylor and Francis, England, 1992.
node in a particular time a day was calculated by [11] B. Jiang, B. Claramunt, and M. Batty, "Geometric
integration of both space syntax theory and GIS. The accessibility and geographic information: extending
results show the efficiency of the algorithm and support desktop GIS to space syntax", Computers, Environment
our analyses. and Urban Systems, vol. 23, pp. 127-146, 1999.
[12] B. Jiang, B. Claramunt, and B. Klarqvist, "An
integration of space syntax into GIS for modeling urban
174 IJCSNS International Journal of Computer Science and Network Security, VOL.9 No.1, January 2009

spaces", Applied Earth Observation and [28] A. Shahpar, "Delay Function of Intersections without
Geoinformation, vol. 2 (Issue 3/4), pp. 161-171, 2000. Traffic Light", M.Sc. Thesis (in Persian), University of
[13] B.Hillier, A. Penn, J. Hanson, T. Grajewski, and J. Sharif, Tehran, Iran, 2001.
Xu, "Natural movement: configuration and attraction in [29] M. J. Atallah, Algorithms and Theory of Computation
urban pedestrian movement", Environment and Handbook. Washington, CRC Press, USA, 1999.
Planning , vol. 20, pp. 29-66, 1993. [30] P. Pahlavani, and M. R. Delavar, "A GIS-based
[14] M.A. Jones, and M.F. Fanek, "Crime in the urban approach for urban quasi-optimized route selection from
environment", Proc., First International Symposium on a central depot in a time critical logistic system", Urban
Space Syntax,. University College London, London, and Regional Data Management, Taylor & Francis
16-18 April 1997 Group. London, pp. 497-509, 2008.
[15] A. Penn, and B. Croxford, "Effects of street grid
configuration on kerbside concentrations of vehicular
emissions", Proc., First International Symposium on
Space Syntax, University College London, London, 16-
18 April 1997.
[16] J. Peponis, C. Zimring, and Y. K. Choi, "Finding the Mahmoud Reza Delavar received
building in wayfinding", Environment and Behavior, the BSc. degree in Civil Eng.-
vol. 22, pp. 555-590, 1990. Surveying from K.N.Toosi Univ. Iran,
[17] B. Jiang, and B. Claramunt, "A structural approach to in 1989, M.E. in Civil Eng. -
model generalization of an urban street network", Photogrammetry and Remote Sensing
Applied Earth Observation and Geoinformation, vol. 8, from Univ. of Roorkee, India, and a
no. 2, pp. 157-171, 2004. PhD in Geomatic Eng.-GIS from
[18] B. Jiang, "A topological pattern of urban street Univ. of New South Wales, Australia
networks: universality and peculiarity", Physica A: in 1997. Since 1998 he has been
Statistical Mechanics and its Applications, vol. 384, pp. working in Dept. of Surveying Eng.,
647–655, 2007. Eng. Faculty, University of Tehran as an assistant professor. His
research interest includes GIS-based artificial intelligence, agent-
[19] B. Jiang, "Flow dimension and capacity for
based spatial modeling, spatial data quality, spatio-temporal GIS,
structuring urban street networks", Physica A, vol. 387,
land administration, spatial data infrastructure, disaster
pp. 4440-4452, 2008. management and cadastre. He is president of Iranian Society of
[20] A. Downs, Stuck in Traffic: Coping with Peak-hour Surveying and Geomatic Eng. He is also national representative
Traffic Congestion. Washington, D.C.: The Brooking of Iran in UDMS.
Institute, 1992.
[21] Y. Sheffi, Urban Transportation Networks: Parham Pahlavani receiving B.S.
Equilibrium Analysis with Mathematical Programming degree as a top student in Civil Eng.-
Methods, Englewood Cliffs, NJ: Prentice-Hall, 1985. Surveying engineering from industrial
[22] J. E. Fernandez, andT. L. Friesz, "Equilibrium K.N.Toosi Univ, Tehran, Iran in 2001,
prediction in transportation markets: The state of art", and M.S. degree as a top student in
Transportation Research Record B, vol. 17, no. 2, pp. geospatial information system (GIS)
155-172, 1983. engineering from the Tehran University,
[23] G. E. Cantrella, and E. Cascetta, "Dynamic processes Tehran, Iran in 2005, being as a GIS
and equilibrium in transportation networks: towards a researcher in MAS R&D Co. from 2002
unifying theory", Transportation Science, pp. 305-329, to 2006. He is the GIS PhD candidate
1995. from 2007 at Tehran University, Tehran,
[24] B. N. Janson, "Dynamic traffic assignment for urban Iran. His current research interests are using genetic algorithms,
road networks", Transportation Research Record C, vol. neural networks, disaster management, agent-based spatial
4, no. 3, pp. 143-161, 1991. modeling, learning systems, fuzzy control and approximate
[25] D. Branston, "Link capacity functions: A review", reasoning in GIS.
Transportation Research, vol. 10, no. 4, pp. 223-236,
1976. Mina Khalesian receiving B.S. degree as a top student in Civil
[26] Tehran Comprehensive Transportation and Traffic Eng.- Surveying engineering from Tehran University, Tehran,
Studies Co. (TCTTS), Travel/Volume time-function Iran in 2005, and M.S. degree as a top student in geospatial
Studies. Final Report, No. 111, 1995. information system (GIS) engineering from the Tehran
[27] E. Mazloumi, "Delay functions for different University, Tehran, Iran in 2008. Her current research interests
are using agent based spatial modeling, disaster management,
movements at a signalized intersection", Proc., 23rd
fuzzy-neural networks, fuzzy control and approximate reasoning
ARRB Conference, Adelaide, South Australia, 10 p,
in GIS.
July 30 - August 1, 2008.

You might also like