computer science publication server: No conditions. Results ordered -Date Deposited. 2021-04-22T23:49:51ZEPrintshttp://e-archive.informatik.uni-koeln.de/images/sitelogo.pnghttp://e-archive.informatik.uni-koeln.de/2003-10-20T00:00:00Z2012-01-12T11:05:36Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/456This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/4562003-10-20T00:00:00ZSimulating Traffic with Queueing ModelsQueueing models for traffic simulations are interesting models for applications. They can be used to simulate up to 10^8 cars/s on completely standard hard-ware. Unfortunately, uptonow, there was a catch: they sometimes show weird results, most notably jams that do not run backward. This work shows how queueing models can be made as realistic as most car-following models. Two ingredients are needed: the first is the proper translation of the macroscopic description (flows) into the microscopic headways used in the queueing model, the second is the correct modeling of the interaction between the queues that model the links in the network.Nils EissfeldtEissfeldt, NilsJürgen GräfeGräfe, JürgenPeter WagnerWagner, Peter2003-07-07T00:00:00Z2012-01-12T11:27:01Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/448This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/4482003-07-07T00:00:00ZEffects of anticipatory driving in a traffic flow modelAnticipation in traffic means that drivers estimate their leaders' velocities for future timesteps. In the article a specific stochastic car--following model with non--unique flow--density relation is investigated with respect to anticipatory driving. It is realized by next--nearest--neighbour interaction which leads to large flows and short temporal headways. The underlying mechanism that causes these effects is explained in detail. It works by organizing the headways of the cars in an alternating structure with a short headway following a long one, thereby producing a strong anti-correlation in the gaps or in the headways of subsequent cars. For the investigated model the corresponding time headway distributions display the short headways observed in reality. Even though these effects are discussed for a specific model the mechanism described is in general active in traffic flow models that work with anticipation.Nils EissfeldtEissfeldt, NilsPeter WagnerWagner, Peter2003-02-02T00:00:00Z2012-01-12T12:02:49Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/441This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/4412003-02-02T00:00:00ZBoundary-induced phase transitions in a space-continuous traffic model with non-unique flow-density relationThe SK-model is a stochastic, collision-free model for traffic flow, which is continuous in space, discrete in time and has bounded acceleration and deceleration. For periodic boundary conditions it is well understood and known to display a non-unique flow-density relation (fundamental diagram) in a certain range of densities. For application instead, the model's behaviour under open boundary conditions plays a crucial role since such systems show boundary-induced phase transitions. In contrast to models already investigated under open boundary conditions, the high flow states in the fundamental diagram of the SK-model are bistable, i.e. fluctuations intrinsic to the model are not able to destroy these system states. It is shown that also in such a state-continuous model with a bistable fundamental diagram the current obeys an extremal principle introduced for the case of much simpler model of the ASEP. The phase diagram of the open system will be completely determined by the in fundamental diagram of the periodic system through this principle. In order to allow the investigation of the whole state space of the SK-model, strategies for the injection of cars into the system are needed. It is shown that the choice of appropriate rules are inevitable to prevent misleading interpretation. Two methods solving this problem are discussed and the boundary-induced phase transitions for both methods are studied.Alireza NamaziNamazi, AlirezaNils EissfeldtEissfeldt, NilsPeter WagnerWagner, PeterAndreas SchadschneiderSchadschneider, Andreas2002-09-13T00:00:00Z2014-07-04T12:59:22Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/412This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/4122002-09-13T00:00:00ZCalculation of street traffic emissions with a queuing modelThe aim of this article is to show the applicability of a simple traffic simulator for the calculation of emissions. Traffic is simulated by using a queuing model (Q-model) originally introduced to solve the dynamic traffic assignment problem. Although vehicle dynamics is modeled on a quite coarse level it can be shown that, given certain conditions, emissions computed with the Q-model agree fairly good with those computed with more detailed models. For this purpose, we have done extensive comparisons of emissions computed with a car--following model which explicitly mimics single vehicle dynamics.Nils EissfeldtEissfeldt, NilsRainer SchraderSchrader, Rainer2001-09-26T00:00:00Z2011-12-19T09:44:49Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/420This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/4202001-09-26T00:00:00ZIntelligent transport management by integrated dynamic traffic simulation and impact assessmentFor transport management beyond user optimal solutions, information has to be generated on efficient measures to avoid traffic disturbances which take into account environmental restrictions. This means, it is necessary to develop strategies how to obtain an optimal system state under environmental and equity objectives and balance this against individual priorities. The information on optimal traffic management strategies should then be supplied in such a way that 'transport supervisors' are able to respond quickly and flexible to changes in the traffic situation. The goal of our research is to design an intelligent decision supportsystem that accomplishes this task. For this purpose, we combine dynamic microscopic traffic simulation tools with an assessment model in order to evaluate environmental as well as economic impacts of new management strategies and to generate optimal solution for a desired state of transport system and environment. Within the next decade, ITS will offer the technical solutions to actually apply these strategies by providing precise information on the current state of traffic (e.g. by using Floating Car Data) and by providing means for flexible traffic management such as centralised route guidance systems (RGS) (in-vehicle, dynamic traffic guidance) or electronic tolling systems.Astrid GuehnemannGuehnemann, AstridPeter WagnerWagner, PeterNils EissfeldtEissfeldt, Nils2001-09-26T00:00:00Z2012-01-12T12:24:13Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/421This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/4212001-09-26T00:00:00ZIntegration von dynamischer Verkehrssimulation und Wirkungsanalyse fur die Entwicklung ressourcenschonender Verkehrsmanagement-StrategienUm zu verhindern, dass die Nutzung von Telematik zu unerwün-schten negativen Effekten führt, müssen Verkehrsmanagement-Strategien jenseits der üblichen nutzeroptimalen Lösungen entwickelt werden. Mit diesem Ziel werden in dieser Arbeit dynamische Verkehrssimulationsmodelle und verfeinerte Prognose- und Auswertungsmodelle gekoppelt, mit denen Strategien hinsichtlich ihrer Umweltwirkungen und wirtschaftlichen Effizienz bewertet werden können. Hierfür stehen dynamische, mikroskopische Verkehrsmodelle zur Verfügung, die im Rahmen des stadtinfoköln -Projektes zu Prognoseinstrumenten weiter entwickelt werden. Als Ergebnis der Integration dieser Modelle mit Modellen zur strategischen Prognose und Bewertung von Verkehrswirkungen lassen sich erste Bandbreiten für die Wirksamkeit und Effizienz einzelner Verkehrsmanagement-Maßnahmen abschätzen. Gleichzeitig wird die Notwendigkeit zur Verfeinerung der Umweltmodelle deutlich, um den dynamischen Aspekten des Verkehrsablaufes Rechnung zu tragen. Daher werden Modelle zur Emissionsprognose im Straßenverkehr weiterentwickelt und mit vorhande-nen Simulationsmodellen (PELOPS) abgestimmt, welche die Fahrdynamik der Fahrzeuge berücksichtigen. Auf Basis der Ergebnisse werden erste Szenarien für Management-Strategien gezielt so entwickelt, dass vorgegebene Umwelt- und Sicherheitsziele erreicht und Wirtschaftlichkeitskriterien maximiert werden. Mittelfristig ist das Ziel, intelligente Entscheidungsunterstützungssysteme aufzubauen, die Verkehrsmanagern bei aus gemessenen Verkehrsdaten rekonstruierten realen Verkehrssituationen effiziente, ressourcensparende Lösungen von Verkehrsproblemen offerieren.Astrid GuehnemannGuehnemann, AstridNils EissfeldtEissfeldt, NilsAhmed BenmimounBenmimoun, AhmedDirk NeunzigNeunzig, DirkPeter WagnerWagner, Peter2001-05-04T00:00:00Z2012-01-16T13:07:54Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/415This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/4152001-05-04T00:00:00ZInvestigating emissions of traffic by simulationThe applicability of a microscopic traffic simulator for the calculation of environmental impacts is discussed. This simulator is based on a queuing model approach (Q-model). Arguments will be given in terms of comparison to a simulator that models single vehicular dynamics. Simulation results show the importance of modelling dynamic effects to achieve high accuracy. Finally, an example for the application of the Q-model in air-quality management is presented.Nils EissfeldtEissfeldt, NilsFlorence-Natalie SentucSentuc, Florence-NatalieMartin LuberichsLuberichs, Martin2001-04-02T00:00:00Z2011-12-19T09:44:59Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/305This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/3052001-04-02T00:00:00ZTowards a Unified View of Microscopic Traffic Flow TheoriesModeling and simulation of traffic has a long tradition. A vast number of different approaches have been used to simulate traffic, each of which has been calibrated and validated separately. This work aims at the way different models are interrelated. It is shown how one can, starting from very general modeling assumptions, construct a family of car following models that contains models closely related to well-known simulation models as special cases. Investigating this model family it can be shown, which models are qualitatively equivalent and which are not. This gives important hints as to which model approaches can in principle be unified.Stefan Krauß2001-04-02T00:00:00Z2012-01-19T09:36:09Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/304This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/3042001-04-02T00:00:00ZMetastable States in a Microscopic Model of Traffic FlowIt is a well known fact that metastable states of very high throughput and hysteresis effects exist in traffic flow, which the simple cellular automaton (CA) model of traffic flow and its continuous generalization fail to reproduce. It is shown that the model can be generalized to give a one-parametric family of models, a part of which reproduces the metastable states and the hysteresis. The models having that property and those not having it are separated by a transition that can be clearly identified.Stefan KraußKrauß, StefanPeter WagnerWagner, PeterChristian GawronGawron, Christian2001-04-02T00:00:00Z2012-01-16T14:09:54Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/393This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/3932001-04-02T00:00:00ZMicroscopic traffic simulation tools and their use for emission calculationsAn general overview on microsimulation models of traffic is given that can be used to build up a model-chain to calculate air pollutants due to vehicle's movement.Stephan RosswogRosswog, StephanPeter WagnerWagner, PeterNils EissfeldtEissfeldt, Nils2001-04-02T00:00:00Z2011-12-19T09:46:32Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/306This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/3062001-04-02T00:00:00ZMicroscopic Traffic Simulation: Robustness of a Simple ApproachA family of microscopic traffic flow models is proposed. Each model is mainly characterized by the parameters a and b, describing the acceleration and deceleration capabilities of the vehicles. The model describes the phenomenon of jamming in a quite realistic way, if the parameters a and b correspond to realistic values of acceleration and deceleration. The robustness of the model properties with respect to unrealistic choices of a and b is investigated. It is shown that qualitatively different types of behavior are found within the model family.Stefan Krauß2001-04-02T00:00:00Z2012-01-19T10:12:14Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/303This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/3032001-04-02T00:00:00ZContinuous Limit of the Nagel-Schreckenberg-ModelA generalized version of the Nagel-Schreckenberg-Model of traffic flow is presented that allows for continuous values of the velocities and spatial co-ordinates. It is shown that this generalization reveals structures of the dynamics that are masked by the discreteness of the original model and thus helps to clarify the physical interpretation of the dynamics considerably. It is shown numerically that the transition leading from the free flow regime to the congested flow regime bears strong similarities with a first order phase transition in equilibrium thermodynamics. A similar behaviour is observed in more complicated microscopic models and in hydrodynamical descriptions of traffic flow, putting the model within a broader context of other models of traffic flow. An additional advantage of this continuous model is that it is much easier to calibrate with empirical data, only slightly decreasing numerical efficiency.Stefan KraußKrauß, StefanPeter WagnerWagner, PeterChristian GawronGawron, Christian2001-04-02T00:00:00Z2012-01-16T13:09:31Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/392This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/3922001-04-02T00:00:00ZDynamic simulation of traffic and its environmental impactsThe paper demonstrates a model-chain that is able to determine environmental impacts of traffic. The dynamic microsimulation models described cover the problems of traffic assignment and calculation of emissions by microscopic vehicle states. Due to their computational efficiency the model-chain promises to be applicable even for large networks with millions of drivers. First results will be presented.Nils EissfeldtEissfeldt, NilsMarcus MetzlerMetzler, MarcusPeter WagnerWagner, Peter2001-04-02T00:00:00Z2011-12-19T09:46:02Zhttp://e-archive.informatik.uni-koeln.de/id/eprint/307This item is in the repository with the URL: http://e-archive.informatik.uni-koeln.de/id/eprint/3072001-04-02T00:00:00ZDynamic User Equilibria in Traffic Simulation ModelsWe present an iterative algorithm to determine the dynamic user equilibrium for link costs given by a traffic simulation model. Each driver's route choice is modelled by a discrete probability distribution which is used to select a route in the simulation. After each simulation run, the probability distribution is adapted to minimize the perceived costs. As an example application, a dynamic version of Braess' paradox is studied.Christian GawronGawron, ChristianStefan KraußKrauß, StefanPeter WagnerWagner, Peter