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In periods of traffic congestion, residual queues at intersections or the blocking of lanes limit the efficiency of synchronized signalization. A computer control scheme is developed that concentrates upon providing real-time, traffic-responsive corrective action for a "critical intersection control (CIC)," defined as a point in the network at which primary driver routes cross or those where congestion has arisen for other reasons, such as in the aftermath of an accident or stall. The approach taken in this article assumes "synchronization" schemes form the background control with fast, real-time, traffic-responsive corrective action being applied to critical congestion situations. The downstream delay in included because it is futile to reduce vehicle delay at an intersection at the cost of accumulating more delay downstream than was saved at the controlled intersection. The inclusion of the downstream delay also maintains a degree of coordination with neighboring intersections. The CIC produced large reductions in total delay for the subnetwork being considered during congestion situations. This is particularly encouraging because the controller delay computations are based upon a number of simplifying assumptions on the traffic flow, whereas the simulation evaluations were conducted with full consideration given to such factors as turning movements, lane changing and headway and speed relations.

A problem that is of interest in transportation planning, as well as other fields, is the effect on some or all of the shortest routes through a network, of increasing the length of a link in the network, or removing a link completely. A method is described for handling this problem, by establishing a subset of links, one of which must be contained in any alternative shortest path. These are referred to as the competing links. It is shown that this method has applications going beyond the particular problem cited. It may be applied to measuring the effects of altering some of the links in a network subjected to congested flow. The results presented for the algorithm compare very favorably with alternative procedures. It is suggested that the algorithm could be used in the development of networks which are, in some sense, optimal. [ABSTRACT FROM AUTHOR]

The problem of optimizing the control of two oversaturated traffic intersections is solved by using the semi-graphical methods employed in a previous paper for an isolated intersection. As in the case of a single intersection the optimum control involves values of the control variables that lie along edges of the control region, which in this case is defined by the permissible ranges of the green phase splits. An analytical formulation of the method using PONTRYAGIN's control theory is also given. [ABSTRACT FROM AUTHOR]

The article presents an alternative method for determining the state probabilities in the multiple-channel case with fixed holding times and random arrivals. The author of this article claims that this method is less mathematically sophisticated and possesses practical advantages from the point of view of simplicity and convenience. This method is used to calculate the equilibrium-state probabilities in congestion problems in railroads. The author of this article outlines how the equations for this method is solved, as well as its variables used.

At the University College London, professor R.J. Smeed put forward a theory giving the amount of traffic which can enter a city during peak periods. According to Smeed's theory, the amount of traffic that can enter a city center is proportional to its area rather than its circumference. At the Tewksbury Symposium on Urban Development held at Melbourne University recently, one speaker put forward a theory that the amount of traffic that can enter a city center is proportional to its area rather than its circumference. The data provided are of 35 cities of which 20 are in Great Britain. This data was collected by professor Smeed, and is contained in appendix 1 Figure 1 in the article shows the results, a linear regression line was fitted by least squares to the logarithmic values. The gradient was found to be very close to the 0.5 predicted by Smeed's theory.