Using PeMS Data to Empirically Diagnose Freeway Bottleneck ...
Using PeMS Data to Empirically Diagnose Freeway Bottleneck ...
Using PeMS Data to Empirically Diagnose Freeway Bottleneck ...
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USING <strong>PeMS</strong> DATA TO EMPIRICALLY DIAGNOSE<br />
FREEWAY BOTTLENECK LOCATIONS<br />
IN ORANGE COUNTY,<br />
CALIFORNIA<br />
Robert L. Bertini<br />
Portland State University<br />
TRB 84 th Annual Meeting<br />
Washing<strong>to</strong>n D.C.<br />
January 9-13, 2005<br />
Aaron M. My<strong>to</strong>n<br />
Oregon Department of<br />
Transportation
Objectives<br />
• Identify Freeflow Congested Conditions<br />
• Determine <strong>Bottleneck</strong> Locations<br />
• Measure Queue Discharge Features<br />
• Conclusions
Background<br />
• Foundation for Understanding <strong>Freeway</strong> Operations<br />
• Queues Cause Delays<br />
• Loop Detec<strong>to</strong>rs Good <strong>Data</strong> Source<br />
• Previous Studies<br />
– Throughput Increase 2-5% Prior To Queue<br />
– Diverge <strong>Bottleneck</strong> Identified<br />
• <strong>PeMS</strong> Provides Opportunity for Detailed <strong>Data</strong> Analysis
Site Map<br />
• Four Northbound Lanes<br />
• One Northbound HOV Lane<br />
• <strong>Freeway</strong> Ramps Between Stations, Except 100/110<br />
L E G E N D<br />
Loop Detec<strong>to</strong>r<br />
110 Station Number<br />
Post-mile<br />
Culver Dr.<br />
University Dr.<br />
Sand Canyon Ave.<br />
Travel Direction<br />
Hwy. 133<br />
Irvine Center Dr.<br />
N<br />
30<br />
140<br />
130<br />
120<br />
110<br />
100<br />
90<br />
80<br />
70<br />
60<br />
50<br />
40<br />
20<br />
10
<strong>Bottleneck</strong> Definition<br />
• Queue upstream<br />
• Freely-flowing traffic downstream<br />
• Temporally and spatially variable<br />
Queued<br />
<strong>Bottleneck</strong><br />
Unqueued<br />
Detec<strong>to</strong>rs
<strong>Data</strong><br />
• <strong>Freeway</strong> Performance Moni<strong>to</strong>ring System (<strong>PeMS</strong>)<br />
– http://pems.eecs.berkeley.edu/Public<br />
• Single Inductive Loops<br />
• Vehicle Occupancy and Count<br />
• <strong>Data</strong> Aggregated in 30-sec. Intervals<br />
• On-Ramp/Off-Ramp <strong>Data</strong> Not Available<br />
• Monday June 1, 1998
Methodology<br />
• Cumulative Curves – Vehicle Count & Occupancy<br />
• Oblique Plots N and T
Analysis<br />
Station<br />
140<br />
5.60<br />
130<br />
120<br />
Culver Dr.<br />
110<br />
100<br />
4.60<br />
90<br />
80<br />
University Dr.<br />
Post mile<br />
3.60<br />
70<br />
60<br />
Sand Canyon Ave.<br />
2.60<br />
50<br />
40<br />
Travel Direction<br />
Hwy. 133<br />
1.60<br />
30<br />
20<br />
Irvine Center Dr.<br />
0.60<br />
7:00 7:30 8:00 8:30 9:00<br />
Time, t<br />
10
-50500<br />
-51000<br />
-51500<br />
-52000<br />
-52500<br />
-53000<br />
-53500<br />
Station 70 – Loops 1-4 Oblique N and T<br />
N(70,t) - q 0 (70)t'<br />
-12600<br />
-12800<br />
-13000<br />
-13200<br />
-13400<br />
-13600<br />
-13800<br />
7:00<br />
8:00<br />
8:57:00<br />
9:00<br />
9:01:00<br />
Time, t<br />
-14000<br />
N(70,t) - q 0 t', q 0 = 9500 vph<br />
T(70,t) - b 0 t', b 0 = 2400 seconds per hour<br />
T(70,t) - b 0 (70)t'<br />
1863 9206<br />
1 2 3 4 5 6 7<br />
7:14:00<br />
2341<br />
6772<br />
3368<br />
8010<br />
6480<br />
9146<br />
8958<br />
1403<br />
8255<br />
2509<br />
4663<br />
2595<br />
10172<br />
2881<br />
8<br />
9 10 11<br />
7:33:00<br />
7:51:30<br />
8:16:30<br />
8:39:00<br />
8:49:00<br />
8:50:00<br />
3578<br />
2705<br />
3199<br />
8904<br />
8130 8880<br />
9367<br />
8629<br />
3271<br />
SEGMENT #<br />
NO QUEUE<br />
QUEUE<br />
7:41:30<br />
9762<br />
U<br />
Q<br />
Station<br />
140<br />
130<br />
120<br />
110<br />
100<br />
90<br />
80<br />
70<br />
60<br />
50<br />
40<br />
30<br />
20<br />
10<br />
Culver Dr.<br />
University Dr.<br />
Sand Canyon Ave.<br />
Travel Direction<br />
Hwy. 133<br />
Irvine Center Dr.
Station<br />
140<br />
5.60<br />
130<br />
120<br />
Culver Dr.<br />
110<br />
100<br />
4.60<br />
90<br />
80<br />
University Dr.<br />
Post mile<br />
3.60<br />
70<br />
60<br />
Sand Canyon Ave.<br />
2.60<br />
50<br />
Travel Direction<br />
40<br />
Hwy. 133<br />
1.60<br />
30<br />
20<br />
Irvine Center Dr.<br />
0.60<br />
7:00 7:30 8:00 8:30 9:00<br />
Time, t<br />
10
-44000<br />
-44500<br />
-45000<br />
-45500<br />
-46000<br />
-46500<br />
-47000<br />
Station 60 – Loops 1-4, Oblique N and T<br />
N(60,t) - q 0 (60)t'<br />
-10400<br />
-10600<br />
-10800<br />
-11000<br />
-11200<br />
-11400<br />
-11600<br />
7:00<br />
8:00<br />
8:01:00<br />
9:00<br />
9:01:00<br />
Time, t<br />
SEGMENT -11800 #<br />
N(60,t) - q 0t', q 0 = 8500 vph<br />
8520<br />
T(60,t) - b 0t', b 0 = 2000 seconds per hour<br />
T(60,t) - b 0 (60)t'<br />
1510<br />
2010<br />
3094<br />
2582<br />
6103<br />
7649<br />
8379<br />
1085<br />
2438<br />
1631<br />
9525<br />
7809<br />
9560<br />
7906<br />
2838<br />
1 2 3 4 5 6 7 8<br />
7:14:00<br />
7:31:30<br />
7:34:30<br />
8:22:00<br />
8:39:30<br />
2240<br />
3172<br />
8289<br />
7511<br />
9 10<br />
7:22:00<br />
7:54:00<br />
1962<br />
9208<br />
U<br />
Q<br />
Station<br />
140<br />
130<br />
120<br />
110<br />
100<br />
90<br />
80<br />
70<br />
60<br />
50<br />
40<br />
30<br />
NO QUEUE<br />
QUEUE<br />
20<br />
10<br />
Culver Dr.<br />
University Dr.<br />
Sand Canyon Ave.<br />
Travel Direction<br />
Hwy. 133<br />
Irvine Center Dr.
Station<br />
140<br />
5.60<br />
130<br />
120<br />
Culver Dr.<br />
110<br />
100<br />
4.60<br />
90<br />
80<br />
University Dr.<br />
Post mile<br />
3.60<br />
70<br />
60<br />
Sand Canyon Ave.<br />
2.60<br />
50<br />
Travel Direction<br />
40<br />
Hwy. 133<br />
1.60<br />
30<br />
20<br />
Irvine Center Dr.<br />
0.60<br />
7:00 7:30 8:00 8:30 9:00<br />
Time, t<br />
10
5.60<br />
LEGEND<br />
Queue - Activation<br />
Queue - Deactivation<br />
Queue 5<br />
Queue 7<br />
Station<br />
140<br />
130<br />
120<br />
Culver Dr.<br />
4.60<br />
Queue 3<br />
Queue 9<br />
Queue 8<br />
110<br />
100<br />
Queue 10<br />
Post mile<br />
3.60<br />
Queue 2<br />
Queue 1<br />
Queue 6<br />
90<br />
80<br />
70<br />
60<br />
University Dr.<br />
Sand Canyon Ave.<br />
2.60<br />
Queue 4<br />
50<br />
Travel Direction<br />
40<br />
Hwy. 133<br />
1.60<br />
30<br />
20<br />
Irvine Center Dr.<br />
0.60<br />
7:00 7:30 8:00 8:30 9:00<br />
Time, t<br />
10
Results
Results
Conclusions<br />
• Ten Queues Formed at Five Locations<br />
• Flow Reduction of 3-15%<br />
• No Queue in HOV Lanes<br />
• <strong>Bottleneck</strong>s Typically Activated Near Ramps<br />
• No Speed Threshold Needed
Future Research<br />
• Study site on different days<br />
• Manual replication of procedure<br />
• Develop semi-au<strong>to</strong>mated method
Acknowledgements<br />
• Prof. Pravin Varaiya and Prof. Alexander<br />
Skabardonis, U.C. Berkeley<br />
• Dr. Karl Petty, Berkeley Transportation Systems<br />
• Pherak Hay, Vu Mai, and Roger Lindgren
Station 50, Occupancy<br />
100%<br />
90%<br />
80%<br />
70%<br />
60%<br />
Occupancy<br />
50%<br />
40%<br />
30%<br />
20%<br />
10%<br />
0%<br />
12:00 AM 2:00 AM 4:00 AM 6:00 AM 8:00 AM 10:00 AM 12:00 PM 2:00 PM 4:00 PM 6:00 PM 8:00 PM 10:00 PM 12:00 AM<br />
Time
Station 40, Occupancy<br />
100%<br />
90%<br />
80%<br />
70%<br />
60%<br />
Occupancy<br />
50%<br />
40%<br />
30%<br />
20%<br />
10%<br />
0%<br />
12:00 AM 2:00 AM 4:00 AM 6:00 AM 8:00 AM 10:00 AM 12:00 PM 2:00 PM 4:00 PM 6:00 PM 8:00 PM 10:00 PM 12:00 AM<br />
Time
-50500<br />
-51000<br />
-51500<br />
-52000<br />
-52500<br />
-53000<br />
-53500<br />
7:00<br />
8:00<br />
9:00<br />
9:01:00<br />
Time, t<br />
-12600<br />
-12800<br />
-13000<br />
-13200<br />
-13400<br />
-13600<br />
-13800<br />
-14000<br />
N(70,t) - q0t', q0 = 9500 vph<br />
T(70,t) - b0t', b0 = 2400 seconds per hour<br />
N(70,t) - q 0 (70)t'<br />
T(70,t) - b 0 (70)t'<br />
1863 9206<br />
1 2 3 4 5 6 7<br />
7:14:00<br />
2341<br />
6772<br />
3368<br />
8010<br />
6480<br />
9146<br />
8958<br />
8255<br />
2509<br />
4663<br />
2595<br />
10172<br />
2881<br />
1403<br />
Station 70 – Loops 1-4 Oblique N and T<br />
8<br />
9 10 11<br />
7:33:00<br />
7:51:30<br />
8:16:30<br />
8:39:00<br />
8:49:00<br />
8:50:00<br />
8:57:00<br />
3578<br />
2705<br />
3199<br />
8904<br />
8130 8880<br />
9367<br />
8629<br />
3271<br />
SEGMENT #<br />
NO QUEUE<br />
QUEUE<br />
7:41:30<br />
9762<br />
U<br />
Q
7:00<br />
8:22:00<br />
8:39:30<br />
9:00<br />
9:01:00<br />
-44000<br />
-44500<br />
-45000<br />
-45500<br />
-46000<br />
-46500<br />
-47000<br />
Time, t<br />
-10400<br />
-10600<br />
-10800<br />
-11000<br />
-11200<br />
-11400<br />
-11600<br />
SEGMENT -11800 #<br />
N(60,t) - q0t', q0 = 8500 vph<br />
T(60,t) - b0t', b0 = 2000 seconds per hour<br />
Station 60 – Loops 1-4, Oblique N and T<br />
N(60,t) - q 0 (60)t'<br />
T(60,t) - b 0 (60)t'<br />
1510<br />
2010<br />
1962<br />
2582<br />
3094<br />
2240<br />
6103<br />
8379<br />
7649<br />
1085<br />
8520<br />
9525<br />
9208<br />
9560<br />
7809<br />
8289<br />
7511<br />
2438<br />
1631<br />
7906<br />
U Q<br />
2838<br />
1 2 3 4 5 6 7 8<br />
9 10<br />
NO QUEUE<br />
QUEUE<br />
7:14:00<br />
7:22:00<br />
7:31:30<br />
7:34:30<br />
7:54:00<br />
8:00<br />
8:01:00<br />
3172
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