A GIS Based Traffic Control Strategy Pla
A GIS Based Traffic Control Strategy Pla
1, January 2009
Center of Excellence in Geomatics Eng. and Disaster Management, Dept. of Surveying and Geomatics Eng., College of
Eng., University of Tehran, Tehran, Iran
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
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)
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
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