Analysis of traffic flow by the

finite element method

D. E. Beskos,* P. G. M i c h a l o p o u l o s a n d J. K. Lin

Department of Civil and Mineral Engineering, University o f Minnesota, Minneapolis,

Minnesota 55455, USA
{Received February 1984; revised October 1984)

A finite element methodology is developed for the numerical solution of

traffic flow problems encountered in arterial streets. The simple continuum
traffic flow model consisting of the equation of continuity and an equi-
librium flow-density relationship is adopted. A Galerkin type finite
element method is used to formulate the problem in discrete form and the
solution is obtained by a step-by-step time integration in conjunction with
the Newton-Raphson method. The proposed finite element methodology,
which is of the shock capturing type, is applied to flow traffic problems.
Two numerical examples illustrate the method and demonstrate its
advantages over other analytical or numerical techniques.

Key words: mathematical models, finite element method, traffic flow

analysis

Traffic may be regarded as a compressible fluid of certain
density and velocity whose behaviour is described by the
continuity equation and an equation of state (equilibrium
flow-density relationship). By this method Lighthill and
Whitham I introduced the first and most widely used simple
macroscopic (continuum) model in traffic flow theory. By
employing analytical techniques based on the theory of
characteristics, Lighthill and Whitham I were able to study
shock wave development in highways and isolated inter-
sections. Michalopoulos et al., 2-s using the same traffic
model and analogous techniques were able to conside-ably
extend the range of applicability of this model to a variety
of traffic flow problems, such as flow at road intersections
with traffic signals and platoon dynamics.
It is apparent, however, that an analytical treatment of
the traffic flow problem requires a number of simplifying
assumptions concerning the flow-density relationship as
well as the boundary and initial conditions. If a more
realistic treatment of the problem, free of these limitations
is desired, then use should be made of numerical techniques.
Michalopoulos et al. 6'7 have developed some efficient
numerical schemes for solving traffic flow problems in both
highways and arterial streets. These schemes are basically
finite difference algorithms in space and time of the 'shock
capturing' and 'shock fitting' type.
* Also of Department of Civil Engineering, University of Patras,
Patras, Greece
In this paper a f'mite element method (FEM) ot the
shock capturing type is developed and used for the numeri-
cal solution of traffic flow problems in arterial streets by
assuming the traffic model of LighthiU and Whitham)
During the last 25 years the FEM has been successfully
applied to a great variety of problems in engineering
science, s In this paper the method is for the first time
applied to traffic flow problems. In general, the FEM
presents some distinct advantages over the f'mite difference
method (FDM) such as the easy treatment of complex
geometry domains and boundary conditions, and the
direct determination of the solution inside every element
once the solution at nodal points has been determined.
Of course, these advantages are of great importance pri-
marily in two and three spatial dimensions and not so pro-
nounced in one-dimensional problems such as those con-
sidered here. Nevertheless, even for one-dimensional
traffic flow problems, the method can be considered at
least as an alternative to the FDM wit h a great potential for
extension to two dimensions. Another important feature
of the FEM is its applicability to both equations of the
conservation and the non-conservation type. This implies
that the FEM can also be successfully applied to traffic
problems formulated on the basis of truly dynamic con-
tinuum models involving both the continuity equation,
which is of the conservation type, and the momentum
equation, which is of the non-conservation type. 7 The most
widely known finite difference algorithms, however, are

0307-904X/85/05358-07/$03.00
358 Appl. Math. Modelling, 1985, Vol. 9, October © 1985 Butterworth & Co. (Publishers) Ltd.
 Analysis o f traffic flow by FEM: D. E. Beskos et aL

applicable to conservation type equations and their use with
equations of the non-conservation type requires some modi-
fications which are not always possible or completely
successful. 7
The f'mite element scheme developed here is based on
analogous schemes applied to fluid dynamics problems as
described in Chung. 9 It consists of employing a Galerkin
finite element scheme for the space discretization in con-
junction with a finite difference scheme for the time dis-
cretization. The resulting nonlinear system of algebraic
equations is solved by a step-by-step time integration in
conjunction with the Newton-Raphson algorithm. The
methodology thus developed does not contain any special
feature for treating sharp shocks (shock fitting). It simply
obtains shocks in the form of large changes of density
between closely spaced intervals as part of the solution
procedure, indicating that it is a shock capturing tech-
nique. It would be possible to supplement the proposed
methodology with a special shock treatment mechanism
by introducing special finite elements with built-in dis-
continuities, following the work of WeUford and Oden ~° on
wave propagation in solids. This would complicate the
method, however, and produce results characterized by
sharp shocks which are not observable in real situations
where the shocks have been smoothed out. Analogous
remarks on shock capturing and shock fitting finite differ-
ence schemes can be found in Michalopoulos et al. 6
It was found necessary in this work to introduce arti-
ficial viscosity into the formulation for convergence im-
provement; this is so with many other Finite difference
schemes used in compressible fluid dynamics. The arti-
ficial viscosity term is used to modify the value of the den-
sity during the computation, in a manner analogous to that
used in references 11 and 12 dealing with the finite ele-
ment analysis of compressible fluid flow.
The finite element methodology developed in this paper
is illustrated by means of two numerical examples involving
traffic flow at intersections with traffic signals. Compari-
sons of the FEM solution are made with analytic solutions,
numerical solutions based on the FDM and data.
traffic flow problem in the form:
=--+u[ --2 --g=0 (4)
L [K] --g ~t Ko/aX
where L [ ] is the differential operator:
r.[ ]= t+us 1-2 (51
The general formulation of the traffic flow problem then
consists of the governing nonlinear hyperbolic partial differ-
ential equation (4) def'med on the domain 0 <~x ~<L and
0 ~< t ~< T where L is the total length of the road and T is
the time interval of interest, accompanied by appropriate
boundary and initial conditions pertinent to the specific
problem under consideration.
In order to solve the general traffic flow boundary and
initial value problem by FEM the one-dimensional space
domain ((3 ~<x ~<L) is divided into E finite elements con-
nected to each other at nodal points as shown in Figure la.
Each finite element e of length h has two nodes, one at each
end; each node takes one value of the amplitude of the
dependent variable k (Figure lb). The dependent variable
K = K(x, t) is approximated within a local element e as a
linear function Ke:
K e = q~K~
e e a = l, 2 (6)
where summation convention is assumed over repeated
indices; the shape functinns ¢ e are given by:
X X
O<<.x<<.h (7)
h h
and ke~ = ke(t) are the nodal amplitudes of the dependent
variable k = k(x, t). It should be noted that linear shape
functions have been adopted here for simplicity. Higher
order shape functions could also have been used with an
appropriate increase in the nodal points of every element.
The global function K for the whole set of elements can be
written as the sum of all local element contributions, i.e.:
E E
e e _ ~iKi i= 1,2 . . . . . E + 1 (8)
(~aK~-
e=l e=l

Finite element formulation where K i = Ki(t ) are the global nodal amplitudes of K:
Consider the basic equations of traffic flow according to E
the mathematical model of Lighthill and Whitham, ~ i.e. the = Z ~ eAe~ i (9)
continuity equation and the equation of state in the form: e=l

aK+~q_g 0 (1) is the global shape function and:

at Ox 1, if the local node a coincides with the
Ae i = global node i (10)
q = f(K) (2)
0, otherwise
where K = K(x, t) is the traffic density, q = q(x, t) is the
is a matrix which transforms local to global shape functions.
flow rate, g = g(x, t) represents known generation terms
and x and t indicate space and time, respectively. For sim-
plicity the Greenshields z3 flow-density model is adopted 1 2 e E-1 E
here although any other flow-density relationship would 1 2 3 t i+1 "" E--1 E" E. 1
apply. According to the Greenshields z3 model, equation } -x
(2) becomes: I- L -I

q 1 K e
I 1%1
[ --x
where u and us are the flow speed and free flow speed,
respectively and Ko is the jam density. By substituting (3) b I- h "1
into (1) one can obtain the governing equation of the Figure 1 F i n i t e e l e m e n t d i s c r e t i z a t i o n in space

AppI. Math. Modelling, 1985, Vol. 9, October 359

Analysis of traffic flow by FEM: D. E. Beskos et aL
Use of the approximate assumed solution (8) in the right-
hand side of the governing equation (4) yields:
L[K]--g=e
where e is the residual or error due to the approximation in
K. According to the method of Galerkin s'9 in order to force
the average error to zero it is required that:
S o l u t i o n o f the p r o b l e m
It is now required to solve numerically the time-dependent
(ll) nonlinear system of equation (16). The time interval of
interest T (0 ~< t ~< T) is divided into N sub-intervals of
duration At each such that N . At = T and the time deriva-
tive/('i in (16) is replaced by the forward difference:

L I~i = (Kp +1- Kp)/At (18)

f
0
(L [K] --g) Oi dx = 0 (12) where the superscript n indicates the nth time step
(1 ~< n EAr). Then following reference 9 one can write
equation (16)in the form:
By using equation (5), employing the identity: [Aii + (1/2) At(CqtK~ +1 + Bq)] K~ *l
( 1 _ 2 K ~ aK ~__(K_K2~ (13) =[Aii- (1/2) t(CiitKP + B 0 ) ] & + ,xm;' (19)
-Ko/ = ax Ko / The nonlinearity of equation (19) is now treated with the
and integrating (12) by parts yields: aid of Newton-Raphson's iterative procedure. 9 The iteration
at the (r + 1) cycle for the time step (n + 1) is performed
I, K2,~ ]L [ K2) a$i d as:
f I(~idx+~lf[(K--g-o)~iJo~K--E/U x Kg + l ' r * l = K~ + l ' r - (J~+Lr)-'RT*I"r;n'° (20)
o where:
L
=&i + (1/2) At(GilKp+ , + C,iKr
- - f g¢i dx = 0 (14)
+ ai/) (21)
o
R~+Lr;n'°= [ A i i + (1/2) At(CiiiK~+ L r + Bo)]
where the dot indicates differentiation with respect to time
t. In view of (8) one has that: x K~ +1, r _ [.40 _ (1/2) At(CqlK ~' o
+ B.)] K 7" o _ AtDT'o (22)
K2=~bi~iKiKt i,j, l= l,2 . . . . . E + I (15) It should be noted that K}~'° of (22) represents the converged
solution of the previous time step and remains constant
Substitution of equation (15) into (I 4) results in: during the Newton-Raphson iterations and that K n + Lr
AqI~i + BiiKi + Ci/tKiK t = Oi (16) needed in (20) is computed with the aid of (19), i.e. from:
where: Kn+l.r = JAil + (I/2)At(CiiiK~,O)]-1
L × ([Ao - (1/2) t(ciitrl', o + ii)] K : "°
hi/=f c~i~bi dx + AtD n'° ) (23)
o Thus, finally the solution of (16) proceeds as follows:
L (1) Starting with the initial conditions Ki°'°one first com-
putes:
Bii =-- uf f -~x
~i Cki(oidx
o K/L°= [Aii+ (l/2)At(CiiiK°'° + Bii)] -1
(17)
L x { [ A i i - - (1/2) At(CorK °'° + Bq)] K ° ' °
u: ~ a¢i + AtD °'°} (24)
Ciil = KO -~x ~i~i dx
o (2) The iterative procedure then proceeds in the following
manner:
L
K2
K.I,' = K],o-- (jbo)-' R:,o;o,o
o K~ 2= K / " - (j~],)-I R},,;o,o
The vector D i in (16) and (17) is a known function o f x and etc., until one arrives at the converged solution at the rth
t since the values of K are known at the two boundary cycle for the first time step, i.e. at IK~'r+l - K l'r] ~ iS,
points x = 0 and x = L, the generation function g = g(x, t) where 6 is a small positive number (preselected tolerance)
is assumed to be given and the shape functions ¢i are given indicating that K/Lr+l ~ K] ,r.
by (7) and (9). The matrices Aii , Bii and Ciii in (17) which (3) The computations are then repeated for the next time
can be explicitly computed with the aid of (7) and (9) increment and continue in the same manner until the desired
consist of constant entries. Explicit expressions for them time T has been reached.
can be found in the Appendix. Thus, the basic traffic flow In order to improve the convergence characteristics of
problem has been formulated with the aid of the Galerkin the above algorithm, it was found necessary in the treat-
type FEM in discrete form described by the system of the ment of the present problems involving shocks to intro-
nonlinear time-dependent equation (16). duce an artificial viscosity factor/a given by:

360 Appl. Math. Modelling, 1985, Vol. 9, October

 Analysis o f traffic flow by FEM: D. E. Beskos et aL

I/(I + e-b Table I Coordinates of points l y i n g on queue tail t r a j e c t o r y

7 = ( K i1¥r1 - K i _1,lr) / K o Vl<i< E+ 1 (25) Point Analytical F D M (second-order) FEM

for adjusting the density values on the basis of the M t m = 10.7 s 9s 9s

equation: Ym = 300 f t 330 f t 325 f t

/1 r _ fir O td = 36.3 s 38 s 32 s
Kin'new) + (1 -- (K~ r - Kn'r)]/2 (26) Yd = 146 f t 200 f t 135 f t
m
E te = 48.6 s 49 s . 50 s
where m indicates the values i + ] and i - - 1. Ye = 297 f t 310 f t 315 f t

F tf = 67.5 s 61 s 67 s
y f = 345 f t 330 f t 340 f t
Numerical examples H th = 7 5 s 75s 75s
Yh = 377 f t 410 ft 430 ft
Both analytical results and actual data were employed for
evaluating the performance of the previously described T T T ( V e h i c l a s / m i l e ) ; F D M 0(1 ) ; F D M 0(1 ) ; F D M 0(2)
FEM algorithm. The case of a coordinated link was selected T T T (Vehicles/mile) F D M 0(1 ) F D M 0(1 ) F D M 0(2)
to compare the method with analytical results, while field
data collected at an isolated intersection were used for
additional testing.
10 20 30 40 50 60 7 0 (s~=
Stop line 0( I I kB I I I I
Comparisons with analytical results q

For the problem of a coordinated link, consisting of two

100
intersections with signals, in succession, one direction of
travel is considered for illustration purposes. 3 If the initial
2OO NZ"/ /
and boundary conditions as well as the geometrics and
control policy are given, it is required to determine the ~ E
trajectory of the tail end of the queue during the period of = 3OO
one cycle. This trajectory can be obtained by solving equa- <
tion (4) to determine the density distribution and therefore 40C \H
the shock waves formed at the tail end of the queue.
To obtain analytical results, relatively simple initial and 5O(3 - - Analytical
boundary conditions should be assumed. Thus: 3 (a) the ...... FDM (second o r d e r )
Upstream ' ....... FEM
initial queue is assumed compact (K = Ko); (b) at the end 200C
upstream boundary, arrival flow rates are constant, i.e. qt
during the green interval of the upstream signal, and q2
during the red interval; (c) at the downstream boundary, Figure 2 Comparison of analytical and numerical solutions
flow is equal to capacity during the dissipation of the
queue, and to arrival flow for the remainder of the green
interval. In addition the time origin coincides with the
with the analytical solution, with the FEM yielding slightly
start of green at the downstream signal. Finally, the input
better results than the FDM.
parameters o f the problem are as follows:
time period of interest = 1 cycle = 75 s Comparisons with data
Ax=50ft, At=l s For further comparisons data were collected at a two-
gl = upstream green interval on main direction of lane approach to an isolated intersection controlled by a
travel = 35 s semi-actual signal as described in reference 6. The left lane
g2 = downstream green interval on main direction of of the through street was selected since no turning move-
travel = 30 s ment could take place; lane changing was minimized by the
p = offset = 50 s, L = length of link = 2000 ft high percentage of through volumes. The data were col-
y(0) = initial queue length from the downstream signal = lected by time-lapse photography at one frame per second.
250 ft The traffic flow variables (flow and density) derived from
u.t- = 30 mph, ko = 175 vehicles/mile the data were averaged every 4 s. The constant parameters
q i = 1182.9 vehicles/h, q2 = 282.9 vehicles/h employed in the calculations were:
KI = density corresponding to q l = 60 vehicles/mile
K2 = density corresponding to q2 = 10 vehicles/mile length of interest area, L = 280 ft
free flow speed, uf = 23.6 mph
From this information the trajectories of shocks jam density, Ko = 214 vehicles/mile
generated within the link were found: (a) analytically on segment length, Ax = 20 ft
the basis of reference 3; (b) by a second-order accuracy time increment, At = 0.5 s
FDM as described in reference 6; and (c) the proposed
FEM. Figure 2 depicts the results obtained by each method. The boundary conditions are either the actual ones,
Line AMDEFH corresponds to the trajectory of the tail end denoted as variable arrivals and departures, or they are
of the queue, while line BD represents a shock emanating constant. Constant conditions imply average arrival up-
from the 'stop line' at the start of a red signal. Table 1 stream, and saturation, zero or arrival flow at the stop
presents the coordinates of selected points lying on the line depending on the signal state and the state of the
queue tail trajectory, calculated by each method. As shown queue. Initial conditions are specified as arrival density
in Figure 2 and Table I all results are in good agreement behind the queue and Ko within the queue.

Appl. Math. Modelling, 1985, Vol. 9, October 361

A n a l y s i s o f t r a f f i c f l o w b y F E M : D. E. Beskos et al.
iii
o3 Based on the measured initial and boundary conditions
IIII the 'measures of effectiveness' (MOE's), i.e. density, queue
~0
1.1.1
length, queue size, total travel time (TTT) and the number
0") IIII of cars within the link were computed on the basis of two
FDM's (of first- and second-order accuracy)6 and the pro-
posed FEM. The effectiveness of each method of analysis
o ~ d
~o was determined by comparing the actual and estimated
spatial distribution of density and queue size at the end of
each 4 s interval and estimating both the mean square error
"10 m
,,2 q ~ (MSE) and the mean absolute error (MAE) with respect to
iii
~ 0 0
ii > > the measured values; the same error indices were used for
the queue location at each 4 s interval. Finally, in compar-
ing TTT, the percentage difference from the measured
mmdd N
values over the entire cycle was employed.
Table 2 presents the results of the comparisons for one
0
m 0 O~
cycle. From the first three columns of Table 2 it is seen
~ d d that, under, the same assumptions, the FEM is better than
ii > >
either the first- or second-order accuracy FDM. Columns
1-8 clearly indicate that as the assumptions concerning
boundary conditions become more realistic, agreement of
the three numerical methods with measured data increases
substantially. Improvement of the FEM using variable
"o f. ~m g
"d '* boundary conditions is not, however, as drastic as that of
iii
t"
~ d d
the FDM. For instance, from columns 1-6, the density
ii ro > MAE of the FDM decreases from 27.55 and 26.13 to 20.57
and 18.16, respectively while the density MAE of the FEM
~o ~ decreases only from 24.08 to 19.57. Under the most com-
plex boundary conditions (columns 7 and 8) the MDE
error indices of the FEM are in general slightly inferior to
0
co
m 'E
those of the second-order FDM.
E3
u.
o
(J >
t~
The last row of Table 2 indicates that the FEM performs
consistently better than the FDM with respect to TTT
om
estimates. From Table 2 it is apparent that the greatest
improvements are realized by considering variable arrivals,
0
i.e. the incremental benefit of considering variable depar-
.~ "o tures is negligible. For this reason a final performance
ranking is made based on columns 4-6 and presented in
~ o > dNdd
Table 3. This table suggests that for most of the MOEs, the
FEM is inferior to the second-order FDM, but is better than
the first-order FDM. With respect to the TTT, the FEM is
slightly better than the FDMs. Finally, Table 4 summarizes
the results of the comparisons with the data of the two
remaining cycles which lead to observations consistent with
u.l 0 those of Table 2.
It is worth noting that all the numerical computations
connected with the FEM were performed on the CDC
~m E CYBER 730 computer of the University of Minnesota due
to the large memory requirements of the method. Both the
0
5 FDMs, however, were used in conjunction with an IBM
oJ
-6 0

g
Table 3 Algorithm ranking based on columns 4-6 of Table 2
N~ Nd N
OR MOE I st 2nd 3rd
,.2
co
"0 0
K (vehicles/mile) FDM 0(2) FEM FDM 0(1)
4-
121 o 0 (7.2%) (4.9%) (--)
T: Queue length (ft) FDM 0(2) FEM FDM 0(1 )
(6.9%) (19.5%) (--)
o
Queue size (vehicles) FDM 0(2) FEM FDM 0(1 )
F,t..n (30.4%) (15.3%) (--)
E N (vehicles) FDM 0(1 ) FEM FDM 0(2)
0
(12.2%) (34.4%) (--)
~'G~o~
iii
TTT (vehicle-minutes) FEM FDM 0(1 ) FDM 0(2)
o (2.3%) (0.9%) (-)
~00~

362 A p p l . Math. Modelling, 1985, Vol. 9, October

 Analysis of traffic flow by FEM: D. E. Beskos et al.
iii
personal computer due to their small memory requirements.
IIII This suggests that for the type of problems considered here
the FEM is inferior to the FDM with respect to both com-
iii
< putational cost and user's convenience.
IIII
O~ Conclusions
m ~ d d
~ ~q On the basis of the preceding discussion one can draw the
following conclusions:

< gNNd
• Comparison studies have revealed that the FEM provides
Ii results in good agreement with analytical results and
with measured data. It appears to be slightly more accu-
~O rate than the first-order accuracy FDM and slightly less
accurate than the second-order accuracy FDM. 6
O~ • It was found that the FEM is more time-consuming than
both the first- and second-order accuracy FDMs. 6 It is
obvious that for one-dimensional traffic flow problems
the FEM is computationally less efficient than the FDM,
as there are no significant complexities in the geo-
metry or the boundary conditions.
• For more advanced traffic flow modelling involving two
dimensions and/or governing equations consisting of
both the continuity and m o m e n t u m equations, one
would expect the FEM to become more accurate and
efficient than the FDM. This assertion, however, needs
proof through further investigation.

I I I I
O0
Acknowledgement
Financial support for this study was provided by NSF
I I I I (Project No. CEE-8210189).

O~
References
1 Lighthill, M. J. and Whitham, G. B. 'On kinematic waves II. A
theory of traffic flow on long crowded roads', Proc. Roy. Soc.,
Ser. 1955, A229, 317-345
2 Stephanopoulos, G., Michalopoulos, P. G. and Stephanopoulos,
< ~ o o o G. 'Modelling and analysis of traffic queue dynamics at signal-
ized intersections', Trans. Res. 1979, 13A, 295-307
3 Michaelopoulos, P. G., Stephanopoulos, G. and Pisharody, V. B.
O~ 'Modelling of traffic flow at signalized links', Transp. Sci.
W ~ O d 1980, 14, 9-41
4 Michalopoulos, P. G. and Pisharody, V. B. 'Platoon dynamics
at signal controlled arterials', Transp. Sci. 1980, 14, 365-396
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< ~
~oo Res. 1981, 15B. 299-317
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interrupted traffic flow by finite difference methods', Transp.
t'N~ Res. 1984, 18B (4[5), 409--421
00'~"
,,, ~ o~ d c~
7 Michalopoulos, P. G., Beskos, D. E. and Yamauchi, Y. 'Multi-
lane traffic flow dynamics: some macroscopic considerations',
Transp. Res. 1984, 18B (4/5), 377-395
O'¢ 8 Zienkiewicz, O. C. 'The finite element method in engineering
tO ~
¢N¢0 I science', 3rd edn, MeGraw-HiU,New York, 1977
LU ~" tO r~ LO
O¢0OO
9 Chung, T. J. 'Finite element analysis in fluid dynamics',
McGraw-Hill, New York, 1978
10 Wellford,L. C. Jr and Oden, J. T. 'Discontinuousfinite-element
A approximations for the analysis of shock waves in nonlinearly
elastic solids', J. Comput. Phys. 1975, 19, 179-210
o ¢J
11 Hafez,M., South, J. and Murman, E. 'Artificial compressibility
"r" e"

methods for numerical solution of transonic full potential

E equation', Proc. 1 l th AIAA Fluid'and Plasma Dynamics
8 Conf., Seattle, July, 1978
12 Jepps, S. A. 'A finite element method for computing transonic
potential flow', in 'Numerical methods for the computation of
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~2
ii
f" N
.-~-='= Viviand, H.), pp. 91-99, F. Vieweg & Sohn, Braunschweig,
Ill
1981
o 13 Greeshields, B. D. 'A study of traffic capacity', Proc. Hwy.
~OOZ Res. Board 1934, 14,448-477

Appl. Math. Modelling, 1985, Vol. 9, October 363

Analysis of traffic flow by FEM: D. E. Beskos et al.

Appendix where in view of (7):

Explicit expressions are given here for the matrices Ai], Bii, h
Ci/t of equations (17). AeO = ~be~b~dx = (A4)
Bearing in mind equation (9) one can write (17) as: 1
0
E
A i / = ~. Ae~Ae'Aeoi (A1) h
e=l
uf 1
~ a = -- uf f ac'g
8x ¢e~ dx = 2 [--1 -11] (A5)
E 0
Bi i = £ B~a A~e i AOj
e (A2) h
e=l
e uy g 8 ¢ g e e

E 0
Cijl = ~. C,~O-
e r Ac~i
e Ae~iA-tl
e (A3) (A6)
e=l 1 ufF--2K1--K 2 --K,-- 2Kz]~ KI}
i,j,l= 1,2 . . . . . E + 1;~,/3,'7 = 1 , 2 cefjvKfjKv = 6kool 2K1 + K2 KI+2K2J[ K2

364 Appl. Math. Modelling, 1985, Vol. 9, October