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CHAPTER 35
ACTIVE TRAFFIC MANAGEMENT
WASHINGTON, DC
WWW.TRB.ORG
HCM2010
HIGHWAY CAPACITY MANUAL
The HCM 2010 signicantly enhances how engineers and
planners assess the trafc and environmental effects of
highway projects by
Providing an integrated multimodal approach to the
analysis and evaluation of urban streets from the points
of view of automobile drivers, transit passengers,
bicyclists, and pedestrians;
Addressing the proper application of microsimulation
analysis and the evaluation of the results;
Examining active trafc management in relation to
demand and capacity; and
Exploring specic tools and generalized service volume
tables to assist planners in quickly sizing future facilities.
The HCM 2010 consists of four volumes:
Volume 1: Concepts;
Volume 2: Uninterrupted Flow;
Volume 3: Interrupted Flow; and
Volume 4: Applications Guide (electronic only).
The four-volume format provides information at several levels of detail, to help
users more easily apply and understand the concepts, methodologies, and
potential applications.
Volumes 1, 2, and 3 are issued as a boxed set. Volume 4 is electronic only,
accessible to registered HCM users via the Internet, and includes four types of
content: supplemental chapters on methodological details and emerging issues;
interpretations, clarications, and corrections; comprehensive case studies; and
a technical reference library.
CHAPTER 35
ACTIVE TRAFFIC MANAGEMENT
CONTENTS
1.INTRODUCTION..................................................................................................351
Purpose ................................................................................................................ 351
Organization........................................................................................................ 352
ScopeandLimitations........................................................................................ 352
2.ACTIVETRAFFICMANAGEMENTSTRATEGIES ......................................353
Overview ............................................................................................................. 353
RoadwayMetering ............................................................................................. 353
CongestionPricing ............................................................................................. 354
TravelerInformationSystems........................................................................... 355
ManagedLanes ................................................................................................... 356
SpeedHarmonization ........................................................................................ 357
TrafficSignalControl......................................................................................... 357
SpecializedApplicationsofATMStrategies................................................... 358
3.METAMEASURESOFEFFECTIVENESS.......................................................3510
Introduction....................................................................................................... 3510
NeedforMetaMOEs ....................................................................................... 3510
CandidateMetaMOEs .................................................................................... 3510
IndicesofPerformance .................................................................................... 3511
4.GENERALEFFECTS ...........................................................................................3512
Introduction....................................................................................................... 3512
RoadwayMetering ........................................................................................... 3512
CongestionPricing ........................................................................................... 3513
TravelerInformationSystems......................................................................... 3514
ManagedLanes ................................................................................................. 3515
TrafficSignalControl....................................................................................... 3517
SpeedHarmonization ...................................................................................... 3518
5.REFERENCES .......................................................................................................3519
Page 35-i
Contents
LIST OF EXHIBITS
Exhibit351FreewayRampMetering,SR94,LemonGrove,California........... 353
Exhibit352MinnesotaDynamicPricingforHOTLanes .................................... 354
Exhibit353SanFranciscoBayAreaTrafficMap ................................................. 355
Exhibit354HOVLane ............................................................................................. 356
Exhibit355VariableSpeedLimitSigns,Rotterdam,Netherlands .................... 357
Contents
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1. INTRODUCTION
Activetrafficmanagement(ATM)isacomprehensiveapproachto
optimizingtheoperationalperformanceoftheroadwaysystemthrough
monitoringandcontrolofsystemsoperations.ATMincorporatesbothdemand
andsupplymanagementstrategies.Managementofbothdemandandsupply
greatlyenhancestheabilityofthetransportationagencytoachieveitssystem
performancegoals.
ATMcanrangefromthesimpletothecomplex.Itmayberelativelystatic,
withroutinemonitoringofsystemperformanceandperiodicchangestosystem
controlsinresponsetothosemeasurements,oritmaybehighlydynamic,using
sophisticatedtechnologytoupdatesystemcontrolscontinuouslyand
automaticallyinresponsetorealtimeinformationonsystemconditions.
ThischapterfocusesonthefollowingmajorATMstrategies:
Roadwaymetering,
Congestionpricing,
Travelerinformationsystems,
Managedlanes,
Trafficsignalcontrol,and
Speedharmonization.
ATMstrategies,however,areevolvingasquicklyasthetechnologiesthey
employ.Theabovelistisillustrative,notdefinitive,ofATM.NewATM
strategiesandvariationsarecreatedwitheveryadvanceindetection,
communications,andcontroltechnology.
ATMstrategiesmaybesignificantcomponentsofincidentmanagement
plans,workzonemanagementplans,andemployerbaseddemandmanagement
programs.
PURPOSE
Thischapterisultimatelyintendedtoproviderecommendedmethodologies
andmeasuresofeffectiveness(MOEs)forevaluatingtheimpactsofATM
strategiesonhighwayandstreetsystemdemand,capacity,andperformance.
However,atthistimeavailableinformationontheperformanceofATM
strategieshasnotmaturedsufficientlytoenablethedevelopmentand
presentationofspecificanalysismethodologies.Consequently,thischapterlimits
itselftodescribingATMstrategies;discussingthemechanismsbywhichthey
affectdemand,capacity,andperformance;andofferinggeneralguidanceon
possibleevaluationmethodsforATMtechniques.Latergenerationsofthis
chapterwillprovidemorespecificguidanceontheevaluationofATMstrategies.
Page 35-1
Introduction
Introduction
Page 35-2
Source: Federal Highway Administration, Ramp Management and Control: A Primer (1).
Roadwaymeteringmaybehighlydynamicorcomparativelystatic.A
comparativelystaticroadwaymeteringsystemwouldestablishpresetmetering
ratesonthebasisofhistoricaldemanddata,periodicallymonitorsystem
performance,andadjusttheratestoobtainsatisfactoryfacilityperformance.A
highlydynamicsystemmaymonitorsystemperformanceandautomatically
adjustmeteringratesonarealtimebasisbyusingapredeterminedalgorithmin
responsetochangesinobservedfacilityconditions.
Preferentialtreatmentofhighoccupancyvehicles(HOVs)maybepartofa
roadwaymeteringstrategy.
Roadwaymeteringmaybeappliedonfreewaysorarterials.Anupstream
signalmaybeusedonarterialstocontrolthenumberofvehiclesreaching
downstreamsignals.Surgesindemandaretemporarilystoredattheupstream
signalandreleasedwhenthedownstreamsignalscanbetterservethevehicles.
Page 35-3
Congestionorvaluepricingisthepracticeofchargingtollsforuseofallor
partofafacilityoracentralareaaccordingtotheseverityofcongestion.The
objectiveofcongestionpricingistopreservereliableoperatingspeedsonthe
tolledfacilitywithatollingsystemthatencouragesdriverstoswitchtoother
timesoftheday,othermodes,orotherfacilitieswhendemandstartstoapproach
facilitycapacity.Exhibit352showsanexampleofcongestionpricingin
Minnesota.
Exhibit 35-2
Minnesota Dynamic Pricing
for HOT Lanes
Source: Federal Highway Administration, Technologies That Complement Congestion Pricing (2) (courtesy of
Minnesota Department of Transportation).
Thetollsmayvarybydistancetraveled,vehicleclass,andestimatedtime
savings.Tollsmaybecollectedbyeitherelectronicormanualmeans,orboth.
Congestionpricingmayemploydifferentdegreesofresponsivenessand
automation.Someimplementationsmayuseapresetscheduleinwhichthetoll
variesbythesameamountforpresettimesduringthedayandweek.The
implementationmaybemonitoredonaregularscheduleandthepricing
adjustedtoachieveormaintaindesiredfacilityperformance.Anadvanced
implementationofcongestionpricingmaymonitorfacilityperformancemore
frequentlyanduseautomaticorsemiautomaticdynamicpricing,varyingthetoll
byusingapredeterminedalgorithmaccordingtotheobservedperformanceof
thefacility.
Highoccupancytoll(HOT)lanes(sometimescalledexpresslanes)aretolled
lanesadjacenttogeneralpurposelanes.MotoristspaytollstoentertheHOT
Page 35-4
Invehicleinformationmayinvolverouteguidanceortransmissionof
incidentandtraveltimeconditionstothevehiclewhileenroute.Routeguidance
involvesglobalpositioningsystembasedrealtimedataacquisitiontocalculate
themostefficientroutesfordrivers.Thistechnologyallowsindividualdriversto
receiveoptimalrouteguidanceandprovidesamethodforthetransportation
networkoperatortomakedirectandreliablecontroldecisionstostabilize
networkflow.
Chapter 35/Active Traffic Management
December 2010
Page 35-5
Managedlanestrategiesincludereversiblelanes,HOVlanes,HOTlanes,
trucklanes,speedharmonization,temporaryclosuresforincidentsor
maintenance,andtemporaryuseofshouldersduringpeakperiods(seeExhibit
354).HOTlanesaredescribedaboveundercongestionpricing;speed
harmonizationisdescribedinalatersection.
HOVlanesassignlimitedvehiclecapacitytovehiclesthatcarrythemost
peopleonthefacilityorthatinsomeotherwaymeetsocietalobjectivesfor
reducingtheenvironmentalimpactsofvehiculartravel(e.g.,motorcyclesortwo
seater,electric,orhybridvehicles).HOVlanesmayoperate24hoursaday,7
daysaweek,ormaybelimitedtopeakperiodswhendemandisgreatest.The
minimumvehicleoccupancyrequirementforHOVlanesmaybeadjustedin
responsetooperatingconditionsintheHOVlanestopreserveuncongested
operation.
Exhibit 35-4
HOV Lane
Reversiblelanesprovideadditionalcapacityfordirectionalpeakflows
dependingonthetimeoftheday.Reversiblelanesonfreewaysmaybelocated
inthecenterofafreewaywithgatecontrolonbothends.Oninterruptedflow
facilities,reversiblelanesmaybeimplementedwiththehelpoflaneusecontrol
signalsandsignsthatopenandcloselanesbydirection.
Thetemporaryuseofshouldersduringpeakperiodsbyallorasubsetof
vehicletypescanprovideadditionalcapacityinabottlenecksectionandimprove
overallfacilityperformance.Temporaryshoulderusebytransitvehiclesin
Active Traffic Management Strategies
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3. METAMEASURES OF EFFECTIVENESS
INTRODUCTION
ThissectiondescribestheneedformetaMOEsforevaluatingATM
strategiesandprovidessomecandidatesforconsideration.MetaMOEsare
combinationsoftraditionalHCMMOEsthathavebeencomputedoverarange
ofdemandandcapacityconditionsexpectedtooccurintherealworld.
NEED FOR META-MOEs
TheanalysismethodologiesdescribedelsewhereintheHCMaredesignedto
produceasinglesetofperformanceresultsforagivensetofinputdemandsand
computedcapacitiesforafacility.Volume1providesdiscussionsofthe
performancemeasuresproducedbytheHCMforeachsystemelementin
Chapter4,TrafficFlowandCapacityConcepts;Chapter5,QualityandLevelof
ServiceConcepts;andChapter7,InterpretingHCMandAlternativeTool
Results.TheseHCMMOEsare,inessence,singlepointestimatesoffacility
performance.
Inaddition,theHCMmethodologiesdescribedelsewhereinthismanualare
oftenspecificallyorientedtoidealornearidealconditions,whenweather,
incidents,andotherfactorsdonotadverselyaffectcapacity.HCM
methodologiescanbeadaptedtoaccountforadverseeffectsoncapacity,but
theirdefaultconditionistoexcludetheseeffects.
ATM strategies are designed to
improve the performance of
the facility over a range of
real-world demand and
capacity conditions, not just
for a single forecast condition.
ATMstrategies,however,aredesignedtoimprovetheperformanceofa
facilityoverarangeofrealworlddemandandcapacityconditions,notjustfora
singleforecastcondition.Thus,thestandardHCMperformancemeasuresand
methodologiesexcludethemajorityofthebenefitsofthedynamicand
continuousmonitoringandcontrolofthetransportationsystem,whichisthe
objectiveofATM.
AmethodologyisneededforcomputingtraditionalHCMMOEs(suchas
density,delay,speed,volumetocapacityratio,andqueues)overarangeof
likelydemandandcapacityconditionsandtocombinethemintooneormore
metaMOEsthatbettercharacterizesystemperformanceunderrealworld
conditions.
CANDIDATE META-MOEs
TheevaluationofATMperformancerequiresMOEsthatquantifythe
impactsofvaryingdemandsandcapacitiesonperformance.Onewaytoachieve
thisistodevelopmethodsforcomputingtraditionalHCMMOEsforvarying
combinationsofdemandandcapacityconditionsandtocombinetheresultsinto
variousmetaMOEsfordescribingsystemperformancewithvaryingATM
strategies.
VariousmetaMOEsmaybeconsideredbytheanalyst.Theseinclude
Measuresofcentraltendency,suchasthemean,mode,ormedianofthe
HCMresults;
Metameasures of Effectiveness
Page 35-10
Equation 35-1
where
RobustnessIndex = examplecompositeindexofsystemrobustness,
W = relativeweight(between0and1),and
MOE = HCMMOE.
Page 35-11
Metameasures of Effectiveness
4. GENERAL EFFECTS
INTRODUCTION
Thissectionpresentsbasicinformationonwhatareconsideredtobethe
likelyeffectsofspecificATMstrategiesonthedemand,capacity,and
performanceofaroadwayfacility.Thereadershouldrecognizethatthereare
currentlymanygapsinthisbasicinformationandthatmuchofthisdiscussionis
basedonasparsesetofresearchresults.
ROADWAY METERING
Demand Effects
Roadwaymeteringshiftssomeofthedemandforthefacilitytootherroutes,
othermodes,andothertimesofday.Someofthedemandremains,simply
waitingforitsturntoenterthefacility.Thedemandeffectsarespecifictothe
situationandthealternativesavailable.
Capacity Effects
Freewayonrampmetershavebeenfoundtoincreasefreewaymainline
bottleneckcapacityby3%to5%(6,7).Thiseffectisachievedbysmoothingthe
microsurgesoftrafficfromtheonrampimpactingthefreewayandthereby
delayingbreakdownconditionsatthebottleneck(8).
Greaterincreaseshavebeenobservedinmainlinevehiclethroughput
measuredatvariouspointsupstreamofabottleneck.
Performance Effects
Theprimaryperformanceeffectofroadwaymeteringistodelayorprevent
theonsetofmainlinetrafficcongestionorbreakdown.Averagespeedsoftraffic
withinthemeteredfacilitycanbesignificantlyimproved.Thetradeoffis
increaseddelaysforvehiclesatthemeters.Asystemwideassessmentisrequired
todeterminenetsystembenefits.
Rampmeterevaluationstudies(9)foundthatwhenfreewayonrampmeters
wereturnedoff
Freewayvolumesdropped9%,
Peakperiodfreewaythroughputdeclined14%,
Freewaytraveltimesincreased22%,
Freewayspeedsdropped7%,and
Freewaycrashesincreased26%.
Installingrampmeterswouldbeexpectedtohavetheoppositeresultsof
thosecitedabove(i.e.,increasedvolumes,increasedthroughput,increased
speeds,andfewercrashes).Theperformancebenefitsofroadwaymeteringwill
varywiththespecificconditionsofeachinstallation.
General Effects
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General Effects
General Effects
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General Effects
General Effects
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c = ( g / C) s
Equation 35-2
where
c = capacity(veh/h),
g/C = effectivegreentimepertrafficsignalcyclelength,and
s = saturationflowrate(veh/h).
ATMstrategiesthatmodifytheheavyvehiclemixcaninfluencethe
saturationflowrate,andthosestrategiesthataffectpeakingcaninfluencethe
peak15minvolumetocapacityratio.Otherwise,signalcontrolaffectscapacity
primarilythroughtheg/Cratio.
Performance Effects
Theeffectsofadvancedsignaltimingapplicationsvaryaccordingtothe
qualityofthesignaltimingplansinplacepriortoimplementation.The
percentagechangecanbesmalliftheoriginalplanwasofhighqualityand
frequentlymaintainedandupdated.
Onaverage,improvementstosignaltimingplanshavebeenfoundtoreduce
averagepeakperiodfacilitytraveltimesby8%to25%andtoreducedelayinthe
15%to40%range(19).
Estimation Methods
TheHCMmethodologiesdescribedinVolume3canbeusedtoevaluatethe
capacityandperformanceeffectsoftheoptimizationandcoordinationoffixed
timeandtrafficactuatedsignalsystems.Thesemethods,however,arenot
suitableforevaluatingsignalpreemption,signalpriority,ortrafficadaptiveand
trafficresponsivecontrolstrategies.
Mostcommonlyavailablemicrosimulationtoolsareappropriatefor
evaluatingsignalcontrolstrategies.Theirabilitytomodeladvancedcontrol
strategies(trafficresponsiveandadaptivecontrols)variesaccordingtothe
sophisticationofthesignalcontrolleremulatorbuiltintothemicrosimulation
tool.
Page 35-17
General Effects
General Effects
Page 35-18
5. REFERENCES
1. FederalHighwayAdministration.RampManagementandControl:APrimer.
FHWAHOP06080.Washington,D.C.,2006.
2. FederalHighwayAdministration.TechnologiesThatComplementCongestion
Pricing:APrimer.FHWAHOP08043.Washington,D.C.,2008.
3. FederalHighwayAdministration.ManagedLanes:APrimer.FHWAHOP05
031.Washington,D.C.,2005.
4. FederalHighwayAdministrationandUniversityofFlorida.NationalSignal
TimingOptimizationProjectSummaryEvaluationReport.1982.
5. Balke,K.TrafficIncidentManagementinConstructionandMaintenanceWork
Zones.FHWAHOP08056.FederalHighwayAdministration,Washington
D.C.,2009.
6. Levinson,D.,andL.Zhang.RampMetersonTrial:EvidencefromtheTwin
CitiesMeteringHoliday.TransportationResearchPartA:PolicyandPractice,
Vol.40,No.10,2006,pp.810828.
7. Zhang,L.,andD.Levinson.RampMeteringandtheCapacityofActive
FreewayBottlenecks.TransportationResearchPartA:PolicyandPractice,2004.
8. Cassidy,M.J.,andJ.Rudjanakanoknad.EmpiricalStudyofRampMeteringand
Capacity.UCBITSRR20025.InstituteofTransportationStudies,University
ofCalifornia,Berkeley,2002.
9. CambridgeSystematics.TwinCitiesRampMeterEvaluation.Oakland,Calif.,
2001.http://www.dot.state.mn.us/rampmeter/background/finalreport.html.Accessed
Nov.16,2009.
10. Jacobson,L.,J.Stribiak,L.Nelson,andD.Sallman.RampManagementand
ControlHandbook.FHWAHOP06001.FederalHighwayAdministration,
Washington,D.C.,2006.
11. Perez,B.,andG.C.Sciara.AGuideforHOTLaneDevelopment.FHWAOP03
009.FederalHighwayAdministration,Washington,D.C.,2003.
12. Sullivan,E.C.,andJ.ElHarake.CaliforniaRoute91TollLanes:Impactsand
OtherObservations.InTransportationResearchRecord1649,Transportation
ResearchBoard,NationalResearchCouncil,Washington,D.C.,1998,
pp.5562.
13. FederalHighwayAdministration.BenefitsofUsingIntelligentTransportation
SystemsinWorkZones:ASummaryReport.FHWAHOP08021.Washington,
D.C.,2008.
14. Wolshon,B.,andL.Lambert.NCHRPSynthesisofHighwayPractice340:
ConvertibleRoadwaysandLanes.TransportationResearchBoardofthe
NationalAcademies,Washington,D.C.,2004.
15. Chang,M.,J.Wiegmann,andC.Billotto.ACompendiumofExistingHOVLane
FacilitiesintheUnitedStates.FHWAHOP09030.FederalHighway
Administration,Washington,D.C.,2008.
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References
References
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