Average Speed Of Traffic Flow Research Articles

Identifying Causes of Traffic Crashes Associated with Driver Behavior Using Supervised Machine Learning Methods: Case of Highway 15 in Saudi Arabia

Identifying the causes of road traffic crashes (RTCs) and contributing factors is of utmost importance for developing sustainable road network plans and urban transport management. Driver-related factors are the leading causes of RTCs, and speed is claimed to be a major contributor to crash occurrences. The results reported in the literature are mixed regarding speed-crash occurrence causality on rural and urban roads. Even though recent studies shed some light on factors and the direction of effects, knowledge is still insufficient to allow for specific quantifications. Thus, this paper aimed to contribute to the analysis of speed-crash occurrence causality by identifying the road features and traffic flow parameters leading to RTCs associated with driver errors along an access-controlled major highway (761.6 km of Highway 15 between Taif and Medina) in Saudi Arabia. Binomial logistic regression (BNLOGREG) was employed to predict the probability of RTCs associated with driver errors (p < 0.001), and its results were compared with other supervised machine learning (ML) models, such as random forest (RF) and k-nearest neighbor (kNN) to search for more accurate predictions. The highest classification accuracy (CA) yielded by RF and BNLOGREG was 0.787, compared to kNN’s 0.750. Moreover, RF resulted in the largest area under the ROC (a receiver operating characteristic) curve (AUC for RF = 0.712, BLOGREG = 0.608, and kNN = 0.643). As a result, increases in the number of lanes (NL) and daily average speed of traffic flow (ASF) decreased the probability of driver error-related crashes. Conversely, an increase in annual average daily traffic (AADT) and the availability of straight and horizontal curve sections increased the probability of driver-related RTCs. The findings support previous studies in similar study contexts that looked at speed dispersion in crash occurrence and severity but disagreed with others that looked at absolute speed at individual vehicle or road segment levels. Thus, the paper contributes to insufficient knowledge of the factors in crash occurrences associated with driver errors on major roads within the context of this case study. Finally, crash prevention and mitigation strategies were recommended regarding the factors involved in RTCs and should be implemented when and where they are needed.

Congestion and energy consumption of heterogeneous traffic flow mixed with intelligent connected vehicles and platoons

In the future, there will inevitably be a mixed driving situation of intelligent connected vehicles and traditional manual driving vehicles. How intelligent connected vehicles affect traditional traffic flow has attracted increasing attention. Based on the different characteristics of these two types of vehicles a two-lane heterogeneous traffic flow cellular automata model of expressway is proposed, and the effects of whether intelligent connected vehicles form platoons and the size of platoons on traffic flow congestion and energy consumption are simulated. The results show that: as the proportion of intelligent connected vehicles and the size of platoons increase, the maximum traffic capacity can be effectively improved. Besides, with the increase of the mixed ratio, the larger the platoon size, the higher the average speed of traffic flow. The platoon can alleviate even eliminate the congestion faster and more thoroughly. However, in the high-density fully intelligent connected vehicles environment, the larger platoon size leads a negative impact on the traffic flow in the form of “moving bottleneck”. When the platoon size is 4, it can maximize the positive effect of the platoon on the traffic flow. Besides, increasing the proportion and shortening the reaction time of intelligent connected vehicles can effectively reduce the average energy consumption. And platoon mode is more conducive to reduce the average energy consumption than the discrete mode, but the platoon size should be controlled within a reasonable range, otherwise too larger platoon size will aggravate the energy consumption in traffic flow.

Game Theory-Based Ramp Merging for Mixed Traffic With Unity-SUMO Co-Simulation

Ramp merging is considered to be one of the major causes of traffic accidents and congestion due to its inherent chaotic nature. With the development of the connected and automated vehicle (CAV) technology, CAVs can conduct cooperative merging using communication, and can also handle complicated situations even with legacy vehicles. In this article, a game theory-based ramp merging strategy has been developed for the optimal merging coordination of CAVs in mixed traffic, which can determine the dynamic merging sequence and corresponding longitudinal/lateral control. This strategy improves the safety and efficiency of the merging process by ensuring a safe intervehicle distance and harmonizing the speeds of CAVs in the traffic stream. To verify the proposed strategy, mixed traffic simulation runs under different penetration rates and different congestion levels have been carried out on an innovative Unity-SUMO integrated platform, which connects a game engine-based driving simulator with a state-of-the-art microscopic traffic simulator. The results show that the average speed of traffic flow can be increased up to 210%, while the fuel consumption can be reduced up to 53.9%. In addition, the driving volatility can be stabilized to a level with 0% extreme values.

Study on the Design of Variable Lane Demarcation in Urban Tunnels

In order to alleviate the influence of low-speed vehicles on tunnel safety, this paper discusses the setting method of variable lane boundaries in urban tunnels. VISSIM simulation software is used to analyze the influence of low-speed vehicles on tunnel traffic flow when lane changes are allowed and when lane changes are prohibited. The results show that the influence of low-speed vehicles on the average speed of traffic flow in urban tunnels is the greatest, and the influence of low-speed vehicles on the average speed of traffic flow can be significantly alleviated when lane changes are allowed in the lane dividing line. When the speed of low-speed vehicles is 40 km/h and the variable lane is set, the average delay time is reduced by 30–50%. The existence of low-speed vehicles significantly increased the average delay time of the local lane, and the lower the vehicle speed and the greater the road traffic volume, the longer the average delay time. When the speed of low-speed vehicles is 40 km/h and the traffic volume is 1200 pcu/h, the traffic density of the right-hand lane decreases by 43.5% after the variable lane is set. While lane changing is prohibited, the presence of low-speed vehicles causes a backlog of vehicles in the rear of the lane, which leads to a significant increase in traffic density. Setting lane-changing permits can alleviate the impact of low-speed vehicles on traffic flow. The research results can provide a scientific basis for the operation and management of urban tunnels.

Exploring Built Environment Influence on Taxi Vacant Time in Megacities: A Case Study of Chongqing, China

Driven by the emission peak and carbon neutrality targets, traditional cruising taxis are also under pressure to reduce emissions, and reducing taxi vacant time is an effective way to reduce emissions. This paper aims to examine the influence mechanism of built environment characteristics on vacant time of taxi trips from the supply-side perspective. To do so, the study uses a one week of taxi trajectory data of 2019 provided by a taxi company in Chongqing, a megacity in China. We take the divided square grid cell as the study units, calculate the taxi vacant time of 168 (7 × 24) hourly slots for each grid, and then calculate the built environment indicators of the grids with Point of Interest (POI) and vector road network data. A generalized additive model (GAM) based on panel data is constructed to investigate the influence mechanism of built environment on taxi vacant time. The results show that the time-varying trend of taxi vacant time is opposite to the time-varying trend of taxi trips and is similar to taxi trips in spatial distribution with significant spatial dependence. Taxi vacant time is negatively correlated with taxi trips. POI mixture, the number of enterprises, governmental agencies, and shopping services are negatively correlated with vacant time, while the number of sports and leisure services, hotel services, healthcare services, financial and insurance services, and living services are positively correlated with vacant time. An interesting finding is that metro stations significantly increase the vacant taxi time in the region. Average traffic flow speed, road density, the number of bus stops, catering services, residence communities, and motor vehicle services show strong nonlinear relationships with taxi vacant time, and their influence effects are alternately positive and negative. The study provides useful insights for understanding mechanisms of the role of built environment on taxi vacant time and has important implications for driver searching strategy improvement, taxi management measures development, spatial and temporal scheduling of taxi capacity resources, and urban transportation facilities layout planning.

Improving the accuracy of calculating the speed of movement at the time of an accident in collisions with incomplete overlap of a part of the car

Introduction. Driving at a speed exceeding the permitted and average speed of traffic flow often leads to a collision of vehicles with other road users or with elements of the arrangement of highways. As a result, it is necessary to establish whether the fact of this violation of the traffic rules, which led to the occurrence of an emergency-dangerous road traffic situation. The methods used to calculate the speed of vehicles based on the resulting deformations are quite accurate, but this fact is true in conditions of complete overlap (impact across the entire width of the front, rear or side parts of the body). But there is a scientific task of developing a methodology according to which an expert or investigator will be able to calculate the average statistical value of measuring the depth of deformation of a vehicle for a specific road traffic situation.Materials and methods. The paper proposes a method for evaluating the possibility of using the data available to the expert for calculation by introducing the coefficient of variation of the depth of penetration. With the help of the coefficient of variation, the specialist has a tool for selecting and ignoring individual measurements of the depth of penetration, depending on the degree of overlap and on the ‘spread’ of the deformation values.Conclusions. After studying a number of collisions with incomplete overlap and excluding the ‘extra’ values of penetration, the speed equivalent to the energy cost for the development of residual deformations and errors (the difference between the true collision speed and the established one without taking into account the ‘falling out’ values of deformations) was calculated and it was found that the use of the algorithm taking into account the coefficient of variation led to sufficiently accurate calculation results.Discussions. The proposed methodology regulates the use of the coefficient of variation as a criterion for the admissibility of the use of source data to determine the quality of the final result of the calculation. This mathematical device is applicable to all collisions, but is especially relevant when studying collisions with incomplete overlap of any part of the car body.

Capacity increasing of arterial streets with controlled motion

The problem of capacity increasing of arterial streets with controlled motion is investigated in this paper. For investigation, sections between intersections on the road network of Lviv city were chosen at their different length and roadway width with most saturated traffic. Methods of capacity increasing of arterial streets with controlled motion and factors that have impact on the capacity reduction are analyzed. Capacity of intersections at different volume-capacity ratios is determined. The distribution of average speed for sections between intersections of different length is built. It is established that on sections of medium length between signalized intersections and the high volume-capacity ratio, the speed of traffic flow does not reach maximum values. It is possible to increase the speed and the capacity of sections between intersections by increasing their length, sufficient for flow acceleration to the maximal constant speed and further braking before the intersection. To determinate the recommended speed of movement on arterial directions, road conditions are taken into account, which are formed with simultaneous impact of several factors: volume-capacity ratio of intersection in braking zone, volume-capacity ratio of intersection in acceleration zone, the number of lanes, the length of the section between intersections and the average speed of the traffic flow. It is determined that the average speed of traffic flow on short sections between intersections (the length less than 300 m) is 27 – 33 km/h, on sections of medium length – 35 – 38 km/h/ Such speed will allow to traffic flow reaching the line of constant movement in given road conditions. Conducted research allows taking into account road traffic conditions while justifying the calculating speed of traffic flow, in result of which capacity of arterial streets of controlled motion increases.

Investigating the Effect of Suburban Buses on Traffic Flow and Carbon Monoxide Emission by Aimsun Simulation Software

Incorrect placement of use in the urban area can affect the demand pattern of trips, traffic flow between the different districts, and air pollution. Traffic simulators were used to study the impact of this factor on traffic flow and pollutant emission in traffic networks. The purpose of this study was to investigate the effect of the incorrect placement of the Tehran West Terminal on the flow of traffic and the amount of carbon monoxide emission in the network using the Aimsun simulation software. Hence, the suburban bus route was simulated from the West Terminal to the Bakery intersection in the presence and absence of suburban buses. Then parameters were investigated, such as carbon monoxide emissions, fuel consumption, delay time, total travel time, and average speed of traffic flow. The results showed that when suburban buses are present in the network, the average traffic speed rate decreased by 7.6%, and the total travel time and network delay time increased by 11.1% and 9.1%, respectively, which in general indicates a decrease in the quality of the in-network traffic flow. Also, fuel consumption and carbon monoxide emissions increased with suburban bus presence in the network by 13.7% and 9.1%, respectively. The results can confirm that lack of attention to urban development limits and ignoring the importance of sustainable urban management in controlling traffic demand can have negative economic and environmental consequences.

Impact of street parking on delays and the average speed of traffic flow

Impact of street parking on delays and the average speed of traffic flow

Influence of Large Vehicles on the Speed of Expressway Traffic Flow

Large vehicles impact the quality of traffic flow. To predict the impact of large-scale vehicles on the average speed of traffic flow, vehicle speeds under different vehicle mixing rates were collected through field observations. A laser roadside traffic survey instrument with automatic vehicle type identification functionality was used to collect cross section traffic flow data. The v/C ratio, large vehicle mixing rate, and average speed of traffic were calculated for each data set. A total of 158 traffic flow data sets were captured and divided into three groups according to the v/C ratio of the expressway. The v/C ratio ranges of the three groups are v/C≤0.35, 0.35<v/C≤0.55, and 0.55<v/C≤0.90. SPSS software was used to analyze the correlation between the vehicle mixing rate and the average speed under different traffic flow conditions, and a model was determined between the average speed of the vehicle flow and the large vehicle mixing rate. Analysis of the results with SPSS revealed a negative logarithmic linear relationship between the average traffic speed and the mixing rate of large vehicles. The results could also be applied to passenger cars. The models are considered as corrections of the average speed of the traffic flow after the mixing of large vehicles. When the mixing rate of large vehicles is close to zero, the forecast value of the model is the average speed of passenger cars. Furthermore, as the traffic volume of the road section increased, the influence of the mixing rate on traffic flow speed became more obvious. The adaptability of the proposed prediction model of the expressway mixing rate was verified by evaluating model predictions against actual measurements.

Analysis of the Relationship between the Number of Traffic Accidents and the Traffic Flow & Section Location in Extra Long Tunnel

In order to study the influence of the traffic characteristics on traffic accidents in extra long tunnel, the main measurement indicators of traffic flow during the time of traffic accidents are matched with the accident information to form a data set of the number of traffic accidents and the hourly traffic flow of the accident. Vehicle ratio and the number of accidents are mainly used as the characteristic indicators of traffic flow. At the same time, the longitudinal distribution law of the average speed of traffic flow and the number of traffic accidents in the extra long tunnel is studied. Based on the superposition principle, the extra long tunnel is divided into 5 traffic safety zones. This paper analyzes the distribution of time, morphology, cause of accident, and other characteristics in different traffic safety zones, finding that the shape of traffic accidents in extra long tunnel is mainly rear-end collisions. Improper operation and illegal lane changes are the main causes of accidents.

Investigation of transport flow delay at unsignalized intersections with limited speed

Introduction. Many studies have argued that traffic delays at unregulated intersections depend on the intensity of the main flow and the intensity of pedestrian flow. Purpose. It is proposed to investigate traffic flow delays using the VISSIM software environment at unsignalized intersections at different flow rates. Results. Areas of the street and road network for experimental research were selected in the central part of Lviv. Triangles of visibility distance are calculated, problem places where it is necessary to establish a road sign 3.29 “Limitation of the maximum speed of movement” are defined. An analysis of existing methods for determining traffic delays at unregulated intersections is carried out at the paper. The method of estimating the average speed of traffic flow and the method of simulation modeling of transport flows in order to build a theoretical model are presented. The analysis of the dependence of the change of transport delays, obtained based on measured actual data and the method of modelling traffic flows, is carried out. The visibility distance for each intersection is calculated taking into account the speed mode. Graphical dependences of the change of the average and maximum length of the queue of vehicles under different modes of traffic light regulation in the secondary direction are given. It is determined that the average flow speed varies from 17 km/h to 38 km/h when changing the maximum speed limit from 15 km/h to 40 km/h. It is established that the lowest average traffic delay at unregulated intersections is observed at a traffic flow speed of 30 km/h. Conclusions. The substantiation of the introduction of the recommended speed regime on sections of streets with limited speed is given which takes into account transport delay, queue length, geometric parameters of the street, the presence of public transport stops and pedestrian crossings, traffic intensity and composition. The proposed method of controlling secondary traffic flows at unsignalized intersections, allows to increase traffic safety when traveling in secondary vehicles.

Simulation and modeling traffic flow based on Division K Nearest Neighbor

A new traffic flow model is proposed based on cellular automata and Division K Nearest Neighbor for the predication problem of traffic flow state change trend. The model firstly gives the update rules of vehicle state evolution and lane change rules of a vehicle, and establishes the state prediction model based on Division K Nearest Neighbor. Finally, the simulation analysis is conducted by the use of experimental platform, and the relationship between the factors such as average traffic flow speed, average flow rate, traffic flow density and lane change frequency, etc. is deeply studied. The results show that the prediction model has great advantages in the medium and low density area, and lower lane change rate has limited effect on the improvement of traffic flow.

The impact of the average traffic flow speed on occurrence risk of road crash

Traffic flow characteristics have a significant impact on occurrence risk of road crash. The most important characteristics of the traffic flow, the impact of which is the subject of numerous studies, are the traffc flow, density, average traffic flow speed, dispersion of traffic flow speeds, as well as the contents of vehicle in traffic flow. These characteristics are in strong correlation between each other, so changes in one parameter conditional make change of other parameters. Research shows that speed-related traffic flow parameters have a significant impact on occurrence risk of road crash. Therefore, in this study an analysis of the impact of the change in the average speed of the traffic flow on the risk of an accident occurred. The research includes a section of the single carriageway from Preljina to Ljig. After the construction of the highway in the stated section of the signle carriageway, a change in the characteristics of the traffic flow occurred, with this study examining the impact of changing the average speed of the traffic flow to the occurrence risk of road crash. The connection between the speed of traffic flow and the risk of accidents has been confirmed in this study, so with the increase in average speed the risk of accidents increases.

The Effect of Posted Speed Limit on the Dispersion of Traffic Flow Speed

Speed dispersion is an important indicator to portray the quality of traffic flow and is closely related to the road safety operation level. In order to clarify the influence of posted speed limits on the dispersion of traffic flow speed, three sections with speed limits of 80 km/h, 100 km/h and 120 km/h on the same expressway were selected for observation, and traffic volume, speed and other parameters were collected. The characteristic speeds, such as average speed, V15 and V85, were evaluation indicators, where V15 and V85 are the speeds of the 15th and 85th percentiles measured at the feature points of the road when the traffic is in a free-flow state and the weather is good. The relationship between different posted speed limit values and the above indicators was analyzed using the statistical analysis software, SPSS. The results show that the speed limit has a high correlation with the average speed of traffic flow, V15 and V85 in free-flow state, with the coefficient of determination being as high as 0.84, 0.85 and 0.92, respectively. In the restricted flow state, the factors affecting the driver’s driving speed are mainly the decrease in driving freedom caused by the increase of traffic volume rather than the speed limit value. In a free-flow state, when the posted speed limit is increased and the average speed and the V85 also increased by approximately the same magnitude. The posted speed limit values of 80 km/h, 100 km/h and 120 km/h correspond to the 90, 88 and 97 percentile speeds of the traffic flow, respectively. The higher the speed limit is, the larger the speed difference between V15 and V85 becomes. The results of the study are very useful for rationally determining the speed limit scheme under different traffic flows.

Оптимизация состава отряда дорожных машин для зимнего содержания городских улиц и дорог с учетом влияния на режимы движения транспортных потоков

The equations of the regression rate of motor flux on the operating speed of traffic squad cars and watch traffic in the area of works on the main streets of the city. Working units speed road cars invited to take a minimum average speed of traffic flow, taking into account the state of the coating surface, the intensity and composition of traffic. It shows the sequence of calculation of the optimal composition of the detachment of road vehicles for road-maintenance organization, containing the city's road network.

INVESTIGATION OF TRAFFIC FLOW DYNAMIC PROCESSES USING DISCRETE MODEL

Modelling the process of traffic flow was previously studied from different points of view and different mathematical methods where used to describe the same process. All authors have an agreement on basic traffic flow parameters like, traffic flow density, traffic flow rate or the average speed of traffic flow. Besides, a lot of different investigations into the use of traffic flow models to deal with various problems of engineering are carried out. A comparison of different continuum models has drawn that a number of scientific works were based on fluid dynamic theory and gas kinetic traffic flow theory. The kinetic traffic flow theory is used in ‘microscopic’ or “macroscopic”, traffic flow models. The kinetic traffic flow theory is used in Flotterod G., Nagel K., Ging A., Li L., Li-qun X., Prigogine I., Herman R. works where various approaches to the similar method are discussed. The ‘macroscopic’ theory of traffic flows also can be developed as the hydrodynamic theory of fluids that was first introduced by Lighthill-Whitham and Richards’s model. Plenty of traffic flow models are based on car–following theories supported by the analogues to Newton’s equation for each individual vehicle interacting in a system of vehicles on the road. Different forms of the equation of motion give different versions of car–following models. This work presents research of traffic flow dynamic processes, as nonlinear dynamic system, by using a discrete model of traffic flow (DMTF). The main variables in DMTF are traffic flow density and speed. DMTF can be used to describe various traffic flow situations in the roads. The mathematical simulation of traffic flow is made when constant value of traffic flow speed and traffic flow rate is entered. Numerical results of traffic flow dynamics are obtained.

A case study on acoustic performance and construction costs of noise barriers

In the study, the barriers used for reducing traffic noise are being examined in means of performance and construction cost. First a noise prediction is made in the sample highway under certain traffic conditions in order to determine the noise barrier requirement and the results are confirmed by measurement. According to the noise prediction equations used in Turkey, Germany and Canada, the effects of heavy vehicle ratio, average traffic flow speed and hourly total vehicle quantity change on noise level and barrier requirement are examined, so assessment can be made for highways having different traffic specifications than the sample highway. In the continuation of the study, the working principle of noise barriers and effects of barrier position and height on reducing noise are researched in order to determine the construction costs of barriers in Turkey and Canada at different heights and made from different materials. Key words: Highway, noise barrier, noise prediction, performance, construction cost.

Traffic Flow Model for Staggered Intersection without Signal Lamp

Traffic characteristics investigation of staggered intersection lays the foundation of scientific and reasonable traffic control strategies. This paper first proposes the cellular automaton rules on the basis of the traffic conflict process analysis. Then with these rules, the traffic flow evolution under different parameters is presented by numerical simulations. The relationship between the arterial road traffic flow density and the average speed is explored. It is revealed that low traffic density on the main road of staggered intersections may lead to traffic congestions on the approach of main road and the road between two T-type intersections, and the average speed of traffic flow on each T-type import of main road was affected by the traffic flow changes of the other T-type approaches. Moreover, the traffic congestion on intersection without signal lamp is presented as a periodically queuing-dissipates process. The above methods and results provide meaningful guidance for traffic management and control implementation of staggered intersections without signal lamp.

RESEARCH OF CONGESTIONS IN URBAN TRANSPORT NETWORK USING CELLULAR AUTOMATION MODEL / SPŪSČIŲ MIESTO TRANSPORTO TINKLE TYRIMAS, TAIKANT LĄSTELINIO AUTOMATO MODELĮ / ИССЛЕДОВАНИЕ ПЕРЕГРУЗКИ ГОРОДСКОЙ ТРАНСПОРТНОЙ СЕТИ С ПРИМЕНЕНИЕМ МОДЕЛИ КЛЕТОЧНОГО АВТОМАТ

The growing demand for transport and communication services leads to more and more important, traffic related and closely associated problems, especially in the city centre, such as traffic congestion, air pollution, noise and some others. When modelling traffic flows in the Kaunas city centre, the simulation models of crossroads were created based on the principle of cellular automaton model, taking into consideration such relevant traffic indicators as the average speed of traffic flow in different streets, traffic intensity, congestions and distributed flows. Operation of cellular automaton model is associated with the improved approach of further vehicle model. Modelling of microscopic traffic flows is based on the brake light–cellular automaton (BL–CA) model. Random functions were made discreet and autocorrelation values of these functions were calculated in this work. Fundamental macroscopic traffic characteristics were obtained. Numerical dependences of the average traffic speed and traffic flow, traffic density and traffic flow, the average traffic speed and density were determined, with a help of which the demand parameters of transport network were evaluated in the Kaunas city centre in certain time intervals. Santrauka Didėjantis susisiekimo poreikis lemia vis aktualesnes, ypač centrinėse miestų dalyse, tarpusavyje glaudžiai susijusias eismo problemas: eismo spūstys, oro tarša, triukšmas ir kt. Darbe atliekant transporto srautų Kauno miesto centre modeliavimą, sudaryti ląstelinio automato modelio principu veikiantys imitaciniai sankryžų modeliai, įvertinant tokius eismo požiūriu aktualius rodiklius kaip vidutiniai eismo srauto greičiai skirtingose gatvėse, eismo intensyvumas, eismo spūstis ir srautų pasiskirstymas. Ląstelinio automato modelio veikimas susietas su patobulintu tolesnio automobilio modelio priartėjimu. Mikroskopinis eismo srautų modeliavimas paremtas ląstelinio automato (brake-light, BL-CA) modeliu. Darbe diskretizuotos atsitiktinės funkcijos, apskaičiuotos šiųfunkcijų autokoreliacinės reikšmės. Gautos fundamentalios makroskopinės transporto eismo charakteristikos. Nustatytos vidutinio eismo srauto greičio ir eismo srauto, eismo tankio ir eismo srauto, vidutinio eismo srauto greičio ir tankio skaitinės priklausomybės, kuriomis remiantis įvertinti transporto tinklo paklausos parametrai Kauno miesto centre tam tikrais laiko intervalais. Резюме Возрастающая потребность в перемещении приводит к тесно взаимосвязанным проблемам движения: перегрузке движения (заторам), шуму, загрязнению среды и т. д., что проявляется и особенно актуально в центральных частях города. В статье исследуются транспортные потоки в центре города Каунаса (Литва). С использованием принципа модели клеточного автомата (клеточный автомат – это математический объект с дискретными пространством и временем, каждое положение в пространстве представлено отдельной клеткой) созданы действующие имитационные модели перекрестков, учитывающие актуальные с точки зрения движения показатели: среднюю скорость потока движения на различных улицах, интенсивность движения, перегрузку потока и распределенный поток. Работа модели клеточного автомата связана с усовершенствованной моделью приближения следующего автомобиля. Микроскопическое моделирование потоков движения основано на модели клеточного автомата (brake-light, BL-CA). В работе дискретизированы случайные функции, вычислены значения автокорреляции этих функций, получены фундаментальные макроскопические характеристики транспортного движения, установлены числовые зависимости средней скорости потока движения и потока движения, транспортной плотности и потока движения, средней скорости движения и плотности, с помощью которых оценены параметры потребности транспортной сети в центре Каунаса с определенными временными интервалами.