AITPM National Conference Perth: 3 5 September Our speakers tonight are. We thank our Major Branch Sponsor. We thank our National Sponsors

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1 Australian Institute of Traffic Planning and Management Australian Institute of Traffic Planning and Management Our speakers tonight are AITPM Victorian Branch Technical Forum Freeway Management System for the M, 5:3pm 7:pm VicRoads Theatrette, 6 Denmark Street, Kew Phillip Walsh (Facilitator) Tom Bueker John Gaffney Prof. Markos Papageorgiou Project Director, Freeway Management System, VicRoads Manager, Tolling and Traffic Systems, Transurban Delivery Manager, Ramp Metering, VicRoads Technical University of Crete Australian Institute of Traffic Planning and Management We thank our National Sponsors Australian Institute of Traffic Planning and Management We thank our Major Branch Sponsor Wed 7 May Wed June Wed 9 July Tues 5 August Wed 7 September Tues 7 October Wed 2 November Australian Institute of Traffic Planning and Management AITPM Victorian Branch 28 Technical Forum program Monash City Link Westgate Upgrade Project East West Link Needs Assessment (with EngAust/ITE) (DoT) Public Transport (DoT) Activity Centres Transit Oriented Development Eastlink Congestion Management Sustainable Transport (DoT) AITPM National Conference Perth: 3 5 September 28 /main/n_activities_vic.html

2 MCW Upgrade Project LUMS Workshop 22 MAY 27 Presentation to the AITPM Tom Bueker LANE USAGE MANAGEMENT MCW Upgrade Project LUMS Workshop 2 MCW Corridor Statistics WESTGATE CITYLINK SL MONASH Traffic Numbers Southern Link up to 52, vehicles per day Tunnels up to 3, vehicles per day Mix of Vehicles Car 83.% Light Commercial Vehicle 4.7% Heavy Commercial Vehicles - 2.% (4% am hours, 2% peak) Collision Statistics 27 Southern Link Only Tunnels 26 Open Road 2 Hazardous Events total CityLink Vehicle Breakdowns 982 Debris MCW Upgrade Project LUMS Workshop 3 MCW Upgrade Project LUMS Workshop 4 What is Lane Usage Mgt? Why? Situations Used Tidal Flow Tunnels Part time use of shoulders / emergency lanes Not feasible to construct shoulders / emergency Lanes UK M42 Active Traffic Management Scheme Improve Safety Vehicle Breakdown Secondary Incidents Road Workers (incident response / maintenance) Provide Emergency Services Access Improve Capacity Speed control delay onset of flow breakdown Turbulence orderly merging of traffic upstream of incident / reduce lane changing Clearing of incident MCW Upgrade Project LUMS Workshop 5 MCW Upgrade Project LUMS Workshop 6

3 Traffic Management Task System Components A Lane Usage Mgt System Supports: Surveillance Detection Identification Response Management Recovery CCTV Pan Tilt Zoom Fixed Cameras Traffic Data Stations Volume, Occupancy, Speed Video Based Automatic Incident Detection Variable Message Signs Main Line Freeway / Tollway Entrances Advanced Lane Usage Signs Control and Monitoring System MCW Upgrade Project LUMS Workshop 7 MCW Upgrade Project LUMS Workshop 8 Options Considered ALUS Features Traditional LUS Advanced LUS Size Type B in 8 kph zones Red & White LEDs High Reliability Optional Conspicuity Devices Flashing Annulus Weight < 2 kg Quick Removal and Installation Mounted on accessible or non accessible gantries MCW Upgrade Project LUMS Workshop 9 MCW Upgrade Project LUMS Workshop Test Gantry Maintenance Concept sealed unit no maintenance on site replace < min return to vendor no configuration no moving parts hot swappable remote health monitoring MCW Upgrade Project LUMS Workshop MCW Upgrade Project LUMS Workshop 2

4 LUMS on Westgate LUMS CityLink & Monash MCW Upgrade Project LUMS Workshop 3 MCW Upgrade Project LUMS Workshop 4 Key Points Traffic Data where constraints preclude the construction of shoulders / emergency lanes LUMS used to ensure road safety not degraded % 9% 8% 7% 6% April Inbound Vehicle Mix LUMS is more than just lane usage signs 5% 4% 3% 2% Car HCV LCV Other effective implementation and usage will lead to a safer and more efficient road % % MCW Upgrade Project LUMS Workshop 5 MCW Upgrade Project LUMS Workshop 6

5 PROJECT MAP Presentation to AITPM Coordinated Freeway Ramp Signals Project Presentation by John Gaffney Delivery Manager Freeway Ramp Signals Monash - CityLink Westgate Upgrade Project Major Projects Division VicRoads MCW Upgrade Project Coordinated Freeway Ramp Signals Project MCW Upgrade Project Coordinated Freeway Ramp Signals Project 2 PROJECT OBJECTIVES Problems on Melbourne s Freeways Project Objectives: Maximise performance across the entire 75km route Maximise utilisation of infrastructure Improve efficiency by reducing travel times, travel time variability and congestion Improve safety Improve access to the freeway network A functional requirement is to reduce traffic weaving movements Current practice is to not meter freeway to freeway connections Alternatives are: meter several upstream ramps on the feeder freeways eg. South Gippsland Freeway, Western Ring Road single lane ramps entering freeway as a lane gain eg. Western Link Daily volumes on Melbourne s freeways are growing around 5% pa Peak hour traffic throughput is in decline - some sections have declined as much as 25% in the past 5 years. WHY? Flow breakdown is occurring at locations where it would not be expected WHY? Understanding Congested Freeways - Context MCW Upgrade Project Coordinated Freeway Ramp Signals Project 3 MCW Upgrade Project Coordinated Freeway Ramp Signals Project 4 Freeways rarely reach capacity 2:59pm When Freeways reach capacity it is usually only for a short period and over a short section MCW Upgrade Project Coordinated Freeway Ramp Signals Project 5 MCW Upgrade Project Coordinated Freeway Ramp Signals Project 6

6 3:pm 3:pm MCW Upgrade Project Coordinated Freeway Ramp Signals Project 7 MCW Upgrade Project Coordinated Freeway Ramp Signals Project 8 3:2pm When Freeways reach capacity it is usually only for a short period over a short section Sections immediately upstream or downstream of a bottleneck usually do not reach capacity Is capacity fixed or dynamic? MCW Upgrade Project Coordinated Freeway Ramp Signals Project 9 MCW Upgrade Project Coordinated Freeway Ramp Signals Project Lost Productivity Markos Papageorgio Euramp Project The traffic situation on today s freeways resembles very much to the one in urban road networks prior to the introduction of traffic lights: blocked links, chaotic intersections, reduced safety. It seems like road authorities and road users are still chasing the phantom of unlimited mobility that freeways were originally supposed to provide. Understanding Congested Freeways MCW Upgrade Project Coordinated Freeway Ramp Signals Project MCW Upgrade Project Coordinated Freeway Ramp Signals Project 2 2

7 Markos Papageorgio.. Markos Papageorgio What is urgently needed is to restore and maintain the full utilisation of the freeways capacity along with an orderly and balanced satisfaction of demand both during rush hours and in case of incidents. Clearly, the passage from chaotic to optimal traffic conditions is only possible if today s spontaneous use of the freeway infrastructure is replaced by suitable control actions aiming at the benefit of all users. Ramp metering is the most efficient means to this end, whereby short delays at on-ramps and freeway-to-freeway intersections is the (relatively low) price to pay for capacity flow on the freeway itself, leading to substantial savings for each individual road user. MCW Upgrade Project Coordinated Freeway Ramp Signals Project 3 MCW Upgrade Project Coordinated Freeway Ramp Signals Project 4 Secondary Bottlenecks Coordinated Freeway Ramp Signals What is it? Sub-system Wednesday 7 th Critical Bottleneck May Location 28 AM PEAK Typical day (Fixed Time) V OUT V IN-M V OUT2 V OUT V IN-M V OUT2 V OUT V IN-M V OUT2 V OUT V V IN-M OUT2 2 Bottleneck created due to large number of lane changing V OUT V V IN-M OUT2 3 V OUT V IN-M V OUT2 4 V OUT V IN-M V OUT2 MCW Upgrade Project Coordinated Freeway Ramp Signals Project 5 MCW Upgrade Project Coordinated Freeway Ramp Signals Project 6 AM PEAK Typical day (ALINEA/HERO) Still much to learn Further tuning and refinement of tools required Bottleneck cleared Platform is robust and ready to be rolled out across Melbourne MCW Upgrade Project Coordinated Freeway Ramp Signals Project 7 MCW Upgrade Project Coordinated Freeway Ramp Signals Project 8 3

8 INTRODUCTION RAMP METERING HIGHLIGHTS Markos Papageorgiou Technical University of Crete, Greece Originally: sufficient capacity for virtually unlimited mobility (without the need for control) Ever increasing demand Congestions Degraded infrastructure use at the time it is most urgently needed. Goal: Operate freeway networks optimally (as a controllable system) TUCrete TUCrete 2 q in WHY RAMP METERING? st Answer q con nc T q q s T Δ Ts = = T q d q rm s cap con nc s in + con d(k) = i d i (k) s(k) = s j(k) j no control q in d q cap e.g. q con =.95 q cap ; q in +d =.2 q cap (veh/h) ΔT s ˆ= 2% ramp metering d TUCrete 3 TUCrete 4 q in 2 nd Answer q cap d γ d (qcap d) γ q cap nc rm Ts Ts ΔT s = = γ nc Ts qin r LOCAL CONTROL ISSUES oout qin r oout q in q cap r(k) = qcap - qin (k-) qcap Demand-Capacity (Feedforward) rk ( ) = rk ( ) + KR[ˆ o oout ( k )] ALINEA ô (I-Regulator) γ. q in q out q cap d Note: On-ramp queue should not interfere with surface street traffic. Note: o cr less sensitive than q cap (e.g. under adverse weather conditions) o cr o out TUCrete 5 TUCrete 6

9 WHY COORDINATED RAMP METERING? No ramp queue constraints Sample from Glasgow Implementation of ALINEA Little efficiency improvement via coordination Equity? Realistic? Diversion TUCrete 7 TUCrete 8 Limited ramp storage capacity: Full ramp Congestion merely retarded Equity: bad significant improvement of both efficiency and equity via appropriate coordination The rule-based coordinator HERO (reactive) Apply ALINEA to each ramp with ô = o cr and w min constraint. If ALINEA active at ramp i (master) and w i >threshold, then set an analogous w min for the next upstream ramp i (slave) (i.e. enlarge the available storage space). If w i +w i >threshold, then set an analogous w min for the next upstream ramp i 2 (slave) and so forth, up to ramp i M or encounter of another ramp cluster. De-activation logic. Developed within the European EURAMP project. TUCrete 9 TUCrete SIMULATION RESULTS Amsterdam ringroad A: 32 km (counter-clockwise) 2 on-ramps 2 off-ramps Density profile No Control: TTS=467 veh h Ramp queue profile density (veh/km/lane) queue (#veh) segment A time (sec x ) 6 A 6 on-ramp time (sec x ) TUCrete TUCrete 2 2

10 ALINEA without ramp storage constraints: TTS = 7563 veh h (-47%) ALINEA with ramp storage constraints: TTS = 55 veh h (-9%) w max is 3 veh for urban ramps and 2 veh for freeway ramps Density profile Ramp queue profile Density profile Ramp queue profile density (veh/km/lane) queue (#veh) density (veh/km/lane) queue (#veh) segment A time (sec x ) 6 A 6 on-ramp time (sec x ) segment A time (sec x ) 6 A 6 on-ramp time (sec x ) TUCrete 3 TUCrete 4 HERO coordination: TTS = 7466 veh h (-47%) w max is 3 veh for urban ramps and 2 veh for freeway ramps.5 No control ALINEA without queue constraints ALINEA with queue constraints Hierarchical Control (AMOC+ALINEA) with queue constraints HERO with queue constraints density (veh/km/lane) Density profile queue (#veh) Ramp queue profile travel time (hours) segment A time (sec x ) 6 A 6 on-ramp time (sec x ) A on-ramps Equity TUCrete 5 TUCrete 6 TTS (veh*h) ALINEA Hierarchical Control with AMOC AMOC open-loop (with exact input data) No control HERO ALINEA/HERO in Melbourne Software specifications delivered Software development, implementation: accurate, fast, reliable Excellent co-operation, understanding, enthusiasm Emerging evaluation results: a success story! Future co-operation VicRoads at the international forefront in Ramp Metering uncontrolled Admissible ramp queue for the mtm on-ramps (#veh) Impact of available storage space TUCrete 7 TUCrete 8 3