Traffic Management Systems Traffic Safety ◼ ◼ ◼ ◼ ◼ ◼ Car size Dinking and Driving Old Drivers Young Drivers Speeding Using cellular phone while driving Advanced Traffic Management System (ATMS) ◼ ◼ ◼ ◼ Advanced traveler information systems Corridor management Incident management Electronic toll collection Advanced Traffic Management System Advanced Traveler Information Systems (ATIS) ◼ ◼ The Information industry is exploding with activity, with the ultimate objective being to provide Information services anytime anywhere. Advanced Traveler Information Systems envisioned under ITS will likely be provided within the broader context of the Information Service Industry. GOALS OF ATIS Reduce Congestion ◼ Increase Safety ◼ Reduce Pollution ◼ Create a viable traveler information industry ◼ APPLICATION OF ATIS ◼ ◼ ◼ ◼ ◼ ◼ Route Guidance Pre-Trip Travel Information Ride matching and Reservation En-route Driver Information Electronic ‘Yellow Pages’ Information Public Transportation Information COMPONENTS OF ATIS Information Requirements ◼ Traveler Interface ◼ Changeable Message Signs ◼ Highway Advisory Radio ◼ Commercial Radio ◼ At Home/Workspace/Shopping Centers ◼ Corridor Management Systems (CMS) ◼ ◼ Ramp metering HOV treatments Ramp Metering ◼ ◼ ramp traffic, when added to the volume of traffic already on the freeway, creates a demand in excess of the capacity. The frictions generated by the ramp-traffic merging maneuver further complicate this condition. Exit Ramp Queues ◼ ◼ ◼ Demand exceeds the ability to process traffic trough a merging area or an intersection. downstream of the ramp Lack of storage on the ramp itself. Heavy exit ramp demand occasioned by special activities such as sporting events. Entrance Ramp Control ◼ ◼ ◼ The most widely used form of freeway traffic control. The objective is the elimination, or at least the reduction, of the operational problems resulting from freeway congestion. Limits the number of vehicles entering the freeway so that the demand on the freeway does not exceed capacity. Entrance Ramp Control: Consequences ◼ ◼ ◼ Maintain uninterrupted, noncongested flow on the freeway by transferring the delay factor from the freeway location to the entrance ramp location Traffic desiring to use the freeway is required to wait at the entrance ramps before being allowed to enter the freeway. The rest that might take another route or time or mode of transportation, is referred to as "diverted traffic." BENEFITS OF RAMP CONTROL ◼ ◼ ◼ ◼ ◼ ◼ ◼ Improved System Operation Improved Safety Reduced Vehicle Operating Expense Reduction in Vehicle Emissions and Fossil Fuel Consumption Means for Positive Freeway Traffic Control/Management Coordination With Other Corridor Management Elements Promotion of Multimodal Operation HOV Treatments ◼ HOV lanes ◼ ◼ ◼ HOV-2: 2 or more occupancy vehicles HOV-3: 3 or more occupancy vehicles HOT lanes ◼ I-15 is an example of HOT lanes Incident Management Need for Incident Management A General Background ◼ ◼ ◼ Nationally, highway incidents account for 60% of vehicle hours lost to congestion Approximately 20% of all the accidents are caused by previous incidents A 20 minute delay due to one blocked lane causes a 1 to 2 mile backup and over 2000 vehicle-hours of delay Characteristics of Incidents ◼ Predictable Incident ◼ ◼ Planned lane closure, road maintenance, special event, etc. Unpredictable Incident ◼ Accidents, disabled vehicles, spilled roads, adverse weather, pavement failure, land slides, etc. Impact of Incidents on Urban highway Congestion ◼ ◼ ◼ ◼ ◼ ◼ 60% of the total veh-hrs lost to congestion The presence of a stalled car ( changing a flat tire) causes 100-200 veh-hrs of delay An injury or a spill accident lasts 45-90 min. and produces 1200-2500 veh-hrs of delay Major accidents cause 2500-5000 veh-hrs of delay 2 billion veh-hrs of delay ( $16 billion) in 37 largest MSA (Metropolitan Statistical Area) (1984) 8 billion veh-hrs of delay ($88 billion) in 37 largest MSA (2005) Goals of Incident Management ◼ ◼ ◼ Minimize the impact of incidents on traffic congestion Reduce the probability of secondary incidents Reduce the time required to detect an incident ◼ ◼ ◼ Reduce the time required to respond to an incident Efficiently and properly manage personnel and traffic Reduce the time to clear the incident. Five stages of Incident Management ◼ ◼ ◼ ◼ ◼ Incident Detection Incident Verification Incident Response Incident Clearance and scene management ( or Recovery ) Motorist Information Incident Detection ◼ ◼ The Determination that an incident has occurred The process of identifying the spatial and temporal coordinates of an incident occurrence Incident Verification ◼ The process of identifying an incident - Determining the accuracy of the information ◼ The process of ascertainment - If the ‘detected incident’ has actually occurred ◼ The process includes the type and the location of the incident Incident Response ◼ ◼ ◼ Respond to incidents in a timely manner Provide traffic control strategies for the safe passage of motorists Protect the emergency personnel at an incident scene Incident Clearance management (Recovery ) ◼ ◼ ◼ ◼ Redirect traffic flow at the site of an incident Prevent more traffic from flowing into the area to avoid getting trapped in the upstream queue Release trapped traffic in the upstream queue Prevent congestion from spilling across the metropolitan traffic network Motorist Information ◼ Inform travelers of the potential or actual incident conditions and allow motorists to make informed travel decisions based on ; - ◼ Properties of incident Recurring congestion Special events Trip mode options, etc. Provide the information needed to reduce the impact of the incident condition Detection Stage ◼ Obtain Information from ◼ ◼ ◼ ◼ ◼ ◼ ◼ Patrol vehicle's reports (police, service, maintenance) Emergency telephones or call boxes Aerial Surveillance Cooperative motorist aid system Electronic Surveillance Closed circuit TV monitoring Other surveillance systems Verification Stage ◼ Identify the properties of incident ; ◼ ◼ ◼ ◼ ◼ ◼ ◼ Incident type Link location( Link ID, Incident’s distance from link origin, Lane number ) Severity (lane closures) Start time of incident End time Emergency vehicle need Useful technologies ◼ ◼ Video Image Processors (VIPs) Closed Circuit Television (CCTV) Response Stage ◼ The time from the moment of detection until assistance arrives at the site ◼ ◼ ◼ ◼ The nature of the incident relative to the resources (Location, type, severity) The location and availability of the assistance resources The traffic conditions encountered enroute to the incident The handling of traffic relative to available capacity (Ramp control, emergency vehicle priorities, detours, motorist information) Clearance Stage ◼ ◼ ◼ ◼ To estimate delays due to an incident: Obtain Incident Input Data Determine the Incident Occurrence Time Determine The Incident Clearance Time Recovery Stage ◼ The time taken to restore the road to full capacity ◼ ◼ ◼ ◼ ◼ ◼ First aid and removal of injured Accident investigation Fire control Vehicle removal and debris clean-up Placement and removal of traffic control Manual control of intersections to correct nonrecurring congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Traffic Congestion Manage Travel Demands Build New Capacity Solutions Increase Operational Efficiency Apply New Technologies 1910’s 1980’s 1930’s 1990’s 1950’s 2000’s
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