integration of active traffic management in the transport planning process observations and...

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Integration of Active Traffic Management in the transport planning process

observations and experiences from Germany

TRB Application Conference, May 2009, Houston, TX

Dr. Rainer Schwarzmann, PTV AG (Germany)Transport Consulting Business Unit

Rainer Schwarzmann: Integration of Active Traffic Management in the transport planning process © PTV AG 2009

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> Introduction: ATM - ITS measures to improve (road) infrastructure performance

> Background I: ATM policy development in Germany

> Background II: Planning Context and Requirements

> Methodology questions: Empirical base, micro- and macro impacts

> Example:

> The Rhine-Main-Area

> Application: Integrated modeling and assessment

> Outlook

Overview


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Introduction

ATM – Active Traffic management to improve the (road) infrastructure performance by improving the operation of road network

> Increase capacity by dynamic allocation of road space

> User information

> Influencing users’ mode and time decisions

> Dynamic route guidance

> Optimization of speed according to capacity maximization


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ATM: Experienced benefits (roughly)

ControlMeasure

Reduction of accidents (Number)

Reduction of congestion (length and frequency)

Capacity increase (max. volumes)

Speed control + ++ +

Congestion Warning

++ n.a. n.a.(Reduction of loss times)

Weather Warnings ++ n.a.(Incident prevention)

n.a.(Incident prevention)

Lane allocation/hard shoulder use

Not yet investigated(very likely +) ++ ++

route guidance n.a. + n.a.

+ = impr., ++ = strong impr.,n.a.= not applicable


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Germany‘s ITS policy framework

Short history

> Active Traffic Management has been seen as “repair” for a long time

> Construction, extension and adequate dimensioning of roads was the first choice

> ATM is not a standard feature for new motorways

> Since 1980’s implementation programs (also driven by industrial support ideas)

> In the meantime established based on good experiences

> Safety

> Capacity and quality of traffic flow

> Reduction of incidents and increase of reliability of the major corridors

> Implementation plans and programs in all states


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Planning context and requirements – how to proceed

The “classical investment” preference

> Assessment and appraisal procedures are clearly adjusted for road infrastructure investments (extension of physical infrastructure)

> Usual funds cannot be used for ATM

> The maximization of benefits of available resources in terms of investment, maintenance and operation is difficult (impossible?)

Need for integrative planning procedures

> Consideration of (mode) interdependencies in system

> Consideration of impacts in all network categories in urban agglomerations

> Equal consideration of intended impacts regardless the nature of investment

→ certain methodical requirements in terms of ATM


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Methodology questions

Micro Impacts (Dynamic effects)

> Incident prevention

> Reduction of congestion

> Increase of travel speed

> Increase of reliability

> Increase of maximum traffic flows

Macro Representation

> Derivation of aggregated criteria and parameters

> Increase of average speed

> Increase of average capacity

> Reduction of accidents (rates)


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Methodology questions

Empirical information basis

> Measurement of ATM impacts on

> Capacity

> Safety

> by

> On-site (before/after) evaluations

> Micro simulation

Experience basis (costs and technical aspects)

> Investment and operation costs

> Maintenance costs

> Technical durability (→ lifetime costs)


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Example: Safety Impacts of Section Control Systems - compared to whole federal motorway network

-80%

-70%

-60%

-50%

-40%

-30%

-20%

-10%

0%

accidents accidentsw.injuries

accidentrate

fatalities seriouslyinjured

sections withtraffic control

wholemotorwaynetwork


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Example: ATM – impact analysis by simulation


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Representation of impact of dynamic section control systems (measurement -> CR-Functions)

0

20

40

60

80

100

120

140

160

0 800 1600 2400 3200 4000 4800 5600 6400 7200Traffic volume [Vh/h]]

Ave

rag

e S

pe

ed

) [

km/h

]

Standard CR CR Section control

Increase of travel speed


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Representation of impact of dynamic Hard Shoulder use appl. (measurement -> CR-Functions)

0

20

40

60

80

100

120

140

160

0 800 1600 2400 3200 4000 4800 5600 6400 7200 8000 8800

Traffic volume [Vh/h]

Ave

rag

e S

peed

[km

/h]

Standard CR

CR HSU

DisproportionateIncrease of capacity

(3lanes + 1)


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Example: The Rhine-Main Area ‘Mobility Master Plan’

The Rhine-Main area [speak “rine-mine”]

> One of 11 “European Metropolitan Regions” in Germany

> top higher-order central place: Frankfurt (+ some other big cities)

> 5,5 million Inhabitants

> 2 million employees

> forming one of the most busiest areas in Germany


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The Rhine-Main Area

City of Frankfurt/M.

A5 North-South

A3 West-East


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Transport Challenge

> Frankfurt is Germany’s most important transport Hub (Air Transport, Rail Transport)

> Some of the major German motorways (crossing of East-West and North-South axis – federal motorways A5 and A3)

> Extremely high traffic flows due to Transit and Regional traffic

> High density of settlement areas and transport networks

> Very early introduction of ATM (→ State Hesse is one of the most advanced operators of ATM)


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ATM in Rhine-Main Area: Dynamic Section Control


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ATM in Rhine-Main Area: Dynamic Route guidance


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ATM in Rhine-Main Area: Temp. Hard Shoulder Use


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A meta planning institution

> Foundation of a new entity: IVM (Integriertes Verkehrsmanagement Region Frankfurt Rhein Main – Integrated Transport Management Rhine-Main region)

> Common Platform for public authorities of all institutional levels in the region (State, Major Cities and counties are share- and stakeholders)

> Cooperation in a mutual planning project

A new multi-integral planning approach

> All modes

> All levels of network

> All kind of measures (Road infrastructure, Public Transport, ATM, Information, Parking and Demand Management)

> Use of the VDRM (Transport Data Base Rhine-Main) providing a large Transport Model


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Example: The Rhine-Main Area ‘Mobility Master Plan’ The VDRM Transport Model

Number of nodes 107.030

Number links 258.360

Number of zones 1.270

Number of Public Transport Stops 14.730

Number of PT Lines (Rail, Metro, Tram, Bus) 1.460

Number of PT Vehicle Trips 58.000

Number of Trips

By feet 10.300.000

Goods verhicles 240.000

Heavy goods vehicles 630.000

Cars 22.700.000

Public Transport Passengers 5.900.000

Bicycle 2.700.000

Commuting Trips 3.200.000


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Example: The Rhine-Main Area ‘Mobility Master Plan’ The VDRM Transport Model

Frankfurt /Main

VDRM

The model area


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Impact Analysis by integrated modeling of

> Measures in road network

> Major investments (bridge, tunnel)

> Regional bypass roads

> Intersection redesign

> Motorway extensions (additional lanes)

> Public Transport measures

> ATM on several sections of motorways (section control, hard shoulder use)


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Integrated assessment

> Based on 10 years demand forecast

> Consideration of mode shifts

> Consideration of overall budget (investment, operation and maintenance)

> Multi-criteria assessment (modified cost-benefit analysis) based on the model outputs

Final results not yet available

> Project ongoing in final phase

> Difficult political discussion and decisions

> But first indications and experiences


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Experiences: Can ATM be integrated in Planning process ?

> Base information for impact analysis is available

> Equitable dealing with ATM and “classical measures” in terms of the traditional modeling parameters is possible

> Modeling results show the effectiveness of ATM also for an integrated (intermodal) system view

> The cost-benefit ratio is higher than for many road infrastructure investments (travel time savings)

> But still many questions

> appraisal procedures and

> adequate dealing with dynamic effects in road network

> Many institutional problems remain

> AND: Still first attempts (using static methods for dynamic phenomena)


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Outlook

> Expectations and assumptions

> ATM and other road operation tools will become standard features

> Growing understanding of Traffic management impacts

> Commitment to integration of planning and operation (institutional setup!)

> Changes and developments

> Dynamic modeling dealing with hourly congestion rather than with daily volumes

> Corresponding collection of “dynamic data”

> Adaptation of appraisal procedures

> Vertical and horizontal integration of planning and operation

> (including integration of interurban ATM - and urban ITS- strategies)

> Support by corresponding tools (Borders between strategic and traffic engineering tools will disappear)


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PTV Planung Transport Verkehr AG, 76131 Karlsruhe, Germany

PTV America, Inc., Portland, OR; Tacoma, WA; Vancouver, BC; Wilmington, DE; Austin, TX

WWW.PTVAG.COM

PTV – The Transportation Experts.

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