Traffic flow is a very prominent example of a driven non-equilibrium system. A characteristic phenomenon of traffic dynamics is the spontaneous and abrupt drop of the average velocity on a stretch of road leading to congestion. Such a traffic breakdown corresponds to a boundary-induced phase transition from free flow to congested traffic. In this paper, we study the ability of selected microscopic traffic models to reproduce a traffic breakdown, and we investigate its spatiotemporal dynamics. For our analysis, we use empirical traffic data from stationary loop detectors on a German Autobahn showing a spontaneous breakdown. We then present several methods to assess the results and compare the models with each other. In addition, we will also discuss some important modeling aspects and their impact on the resulting spatiotemporal pattern. The investigation of different downstream boundary conditions, for example, shows that the physical origin of the traffic breakdown may be artificially induced by the setup of the boundaries.
A similar behavior is known from one-dimensional driven particle systems with open boundaries. The bulk dynamics of such systems is governed by the rates at which particles enter or leave the system at the boundaries @cite_4 @cite_21 @cite_9 @cite_33 . The resulting phase diagram reveals distinct phases separated by first and second order phase transitions, respectively. Depending on the inflow and outflow rates of the system, a local perturbation may move either along the flow of particles or in the opposite direction. When compared with vehicular traffic, the latter case may be interpreted as a traffic jam propagating upstream. Similarly, the shock, which marks a discontinuity in the density profile, can be seen as the jam's upstream front. Hence, a traffic breakdown is a spatiotemporal phenomenon, whose observation requires a relatively broad spatial and temporal horizon.
@cite_9 @cite_21 @cite_4 @cite_33
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A review of dynamic nonlinear features of spatiotemporal congested patterns in freeway traffic is presented. The basis of the review is a comparison of theoretical features of the congested patterns that are shown by a microscopic traffic flow model in the context of the Kerner's three-phase traffic theory and empirical microscopic and macroscopic pattern characteristics measured on different freeways over various days and years. In this test of the microscopic three-phase traffic flow theory, a model of an "open" road is applied: Empirical time-dependence of traffic demand and drivers' destinations are used at the upstream model boundaries. At downstream model boundary conditions for vehicle freely leaving a modeling freeway section(s) are given. Spatiotemporal congested patterns emerge, develop, and dissolve in this open freeway model with the same types of bottlenecks as those in empirical observations. It is found that microscopic three-phase traffic models can explain all known macroscopic and microscopic empirical congested pattern features (e.g., probabilistic breakdown phenomenon as a first-order phase transition from free flow to synchronized flow, moving jam emergence in synchronized flow rather than in free flow, spatiotemporal features of synchronized flow and general congested patterns at freeway bottlenecks, intensification of downstream congestion due to upstream congestion at adjacent bottlenecks). It turns out that microscopic optimal velocity (OV) functions and time headway distributions are not necessarily qualitatively different, even if local congested traffic behavior is qualitatively different. Model performance with respect to spatiotemporal pattern emergence and evolution cannot be tested using these traffic characteristics. The reason for this is that important spatiotemporal features of congested traffic patterns are lost in these and many other macroscopic and microscopic traffic characteristics, which are widely used as the empirical basis for a test of traffic flow models. A recently developed theory for boundary-induced phenomena in nonequilibrium systems predicts the existence of various steady-state phase transitions induced by the motion of a shock wave. We provide direct empirical evidence that a phase transition between a free flow and a congested phase occurring in traffic flow on highways in the vicinity of on- and off-ramps can be interpreted as an example of such a boundary-induced phase transition of first order. We analyse the empirical traffic data and give a theoretical interpretation of the transition in terms of the macroscopic current. Additionally we support the theory with computer simulations of the Nagel-Schreckenberg model of vehicular traffic on a road segment which also exhibits the expected second-order transition. Our results suggest ways to predict and to some extent to optimize the capacity of a general traffic network. Certain aspects of traffic flow measurements imply the existence of a phase transition. Models known from chaos and fractals, such as nonlinear analysis of coupled differential equations, cellular automata, or coupled maps, can generate behavior which indeed resembles a phase transition in the flow behavior. Other measurements point out that the same behavior could be generated by geometrical constraints of the scenario. This paper looks at some of the empirical evidence, but mostly focuses on different modeling approaches. The theory of traffic jam dynamics is reviewed in some detail, starting from the well-established theory of kinematic waves and then veering into the area of phase transitions. One aspect of the theory of phase transitions is that, by changing one single parameter, a system can be moved from displaying a phase transition to not displaying a phase transition. This implies that models for traffic can be tuned so that they display a phase transition or not.This paper focuses on microscopic modeling, i.e., coupled differential equations, cellular automata, and coupled maps. The phase transition behavior of these models, as far as it is known, is discussed. Similarly, fluid-dynamical models for the same questions are considered. A large portion of this paper is given to the discussion of extensions and open questions, which makes clear that the question of traffic jam dynamics is, albeit important, only a small part of an interesting and vibrant field. As our outlook shows, the whole field is moving away from a rather static view of traffic toward a dynamic view, which uses simulation as an important tool. We study the steady-state behavior of a driven non-equilibrium lattice gas of hard-core particles with next-nearest-neighbor interaction. We calculate the exact stationary distribution of the periodic system and for a particular line in the phase diagram of the system with open boundaries where particles can enter and leave the system. For repulsive interactions the dynamics can be interpreted as a two-speed model for traffic flow. The exact stationary distribution of the periodic continuous-time system turns out to coincide with that of the asymmetric exclusion process (ASEP) with discrete-time parallel update. However, unlike in the (single-speed) ASEP, the exact flow diagram for the two-speed model resembles in some important features the flow diagram of real traffic. The stationary phase diagram of the open system obtained from Monte Carlo simulations can be understood in terms of a shock moving through the system and an overfeeding effect at the boundaries, thus confirming theoretical predictions of a recently developed general theory of boundary-induced phase transitions. In the case of attractive interaction we observe an unexpected reentrance transition due to boundary effects.