The comfortable driving model revisited: traffic phases and phase transitions

We study the spatiotemporal patterns resulting from different boundary conditions for a microscopic traffic model and contrast them with empirical results. By evaluating the time series of local measurements, the local traffic states are assigned to the different traffic phases of Kerner's three-phase traffic theory. For this classification we use the rule-based FOTO-method, which provides 'hard' rules for this assignment. Using this approach, our analysis shows that the model is indeed able to reproduce three qualitatively different traffic phases: free flow (F), synchronized traffic (S), and wide moving jams (J). In addition, we investigate the likelihood of transitions between the three traffic phases. We show that a transition from free flow to a wide moving jam often involves an intermediate transition: first from free flow to synchronized flow and then from synchronized flow to a wide moving jam. This is supported by the fact that the so-called F → S transition (from free flow to synchronized traffic) is much more likely than a direct F → J transition. The model under consideration has a functional relationship between traffic flow and traffic density. The fundamental hypothesis of the three-phase traffic theory, however, postulates that the steady states of synchronized flow occupy a two-dimensional region in the flow–density plane. Due to the obvious discrepancy between the model investigated here and the postulate of the three-phase traffic theory, the good agreement that we found could not be expected. For a more detailed analysis, we also studied vehicle dynamics at a microscopic level and provide a comparison of real detector data with simulated data of the identical highway segment. (paper)