Active Transportation and Demand Management (ATDM) Analytical Methods for Urban Streets

Printable Version [PDF, 3.1 MB]
You may need the Adobe® Reader® to view the PDFs on this page.
Contact Information: Operations Feedback at OperationsFeedback@dot.gov

U.S. Department of Transportation
Federal Highway Administration
Office of Operations
1200 New Jersey Avenue, SE
Washington, DC 20590

FHWA-HOP-16-088

February 2017

---

Table of Contents

[ Notice and Quality Assurance Statement ] [ Technical Report Documentation Page ] [ Foreword ] [ SI Modern Metric Conversion Factors ] [ List of Acronyms ]

CHAPTER 1. INTRODUCTION
	Background and Understanding
	Work Order Objective
	Technical Approach
	Peer Review Study Group
CHAPTER 2. EXISTING METHODOLOGIES
	Active Transportation and Demand Management on Freeways
	Active Transportation and Demand Management on Arterials
	Establishment of Project Scope
	Conclusions and Next Steps
CHAPTER 3. EXISTING DATA SOURCES
	Available Testbeds
	Adaptive Signal Control (Field Studies and Simulation Studies)
	Reversible Center Lanes (Before-and-After Field Study)
	Dynamic Lane Grouping (Before-and-After Simulation Study)
	Conclusions and Next Steps
CHAPTER 4. SYSTEM PERFORMANCE MEASUREMENT
	Adaptive Signal Performance Measures
	Reversible Center Lane Performance Measures
	Dynamic Lane Grouping Performance Measures
	Summary of Task 4 Performance Measures
	Performance Measures From the Freeway Active Transportation Demand Management Project
	Analysis, Modeling, and Simulation Testbed Performance Measures
	Performance Measures From Highway Capacity Manual-Based Computational Engines
	Conclusions and Next Steps
CHAPTER 5. RESEARCH METHODOLOGY
	Input Parameters
	Output Parameters
	Scope
	Test Beds
	Conclusions and Next Steps
CHAPTER 6. SIMULATION EXPERIMENTS
	Dynamic Lane Grouping Capacity Adjustments
	Adaptive Signal Benefits
	Reversible Center Lane Benefits
	Dynamic Lane Grouping Benefits
	Conclusions and Next Steps
CHAPTER 7. HIGHWAY CAPACITY MANUAL FRAMEWORK IMPLEMENTATION
	Reliability Framework Fundamentals
	Reliability Framework Datasets
	Active Traffic Management Strategy Implications
	Highway Capacity Manual Framework Case Studies
	Case Study #1: Dynamic Lane Grouping
	Case Study #2: Reversible Center Lanes
	Conclusions
CHAPTER 8. PROJECT CONCLUSIONS AND RECOMMENDATIONS
APPENDIX. SUMMARY OF URBAN STREET ACTIVE TRANSPORTATION AND DEMAND MANAGEMENT STRATEGIES
BIBLIOGRAPHY

List of Figures

Figure 1	Diagram. The research team's technical approach.
Figure 2	Equation. Vehicle-hours delay (VHD).
Figure 3	Equation. 80th percentile travel time index.
Figure 4	Chart. Flowchart of the active traffic demand and management analysis process.
Figure 5	Chart. Active traffic management strategies and potential benefits.
Figure 6	Chart. Pie chart of reasons for implementing adaptive signal systems.
Figure 7	Image. Left-turn congestion prior to dynamic lane grouping.
Figure 8	Image. Improved left-turn flow after dynamic lane grouping.
Figure 9	Chart. Summary of nine performance measures from existing data sources.
Figure 10	Equation. Planning Time Index
Figure 11	Chart. Reliability measures for different analysis types.
Figure 12	Screenshot. Performance measures available from Streetval-Java.
Figure 13	Screenshot. Reliability output summary report from Highway Capacity Software-Streets.
Figure 14	Chart. Travel time frequency from Highway Capacity Software-Streets.
Figure 15	Screenshot. Detailed reliability outputs report from HCS-Streets.
Figure 16	Flowchart. Proposed method for development of Highway Capacity Manual adaptive signal model.
Figure 17	Flowchart. Proposed method for modeling dynamic lane groups in the Highway Capacity Manual.
Figure 18	Screenshot. Testbed corridors for simulation of active transportation management strategy impacts.
Figure 19	Screenshot. Sample testbed geometry for dynamic lane grouping.
Figure 20	Screenshot. Sample testbed signal phasing for dynamic lane grouping.
Figure 21	Screenshot. Sample testbed signal timing for dynamic lane grouping.
Figure 22	Diagram. Phasing scenarios for dynamic lane grouping.
Figure 23	Chart. Data collection results (partial overlap, two exclusive through lanes).
Figure 24	Chart. Left-turn capacity increase (three exclusive through lanes).
Figure 25	Chart. Left-turn capacity increase (two exclusive through lanes).
Figure 26	Chart. Left-turn capacity increase (three exclusive through lanes).
Figure 27	Chart. Through capacity decrease (two exclusive through lanes).
Figure 28	Diagram. Circular dependency of turn movement operations at a traffic signal.
Figure 29	Flowchart. Proposed method for assessing reversible center lane benefits.
Figure 30	Chart. Reversible center lane delay reductions under original demand levels.
Figure 31	Chart. Reversible center lane delay reductions under heavy demand levels.
Figure 32	Chart. Intersection percentage delay reductions under dynamic lane grouping (right turns, three through lanes, 35 percent degree of saturation for the adjacent through movement).
Figure 33	Chart. Intersection percentage delay reductions under dynamic lane grouping (right turns, three through lanes, 47 percent degree of saturation for the adjacent through movement).
Figure 34	Chart. Intersection percentage delay reductions under dynamic lane grouping (right turns, three through lanes, 59 percent degree of saturation for the adjacent through movement).
Figure 35	Chart. Intersection percentage delay reductions under dynamic lane grouping (right turns, two through lanes, 30 percent degree of saturation for the adjacent through movement).
Figure 36	Chart. Intersection percentage delay reductions under dynamic lane grouping (right turns, two through lanes, 42 percent degree of saturation for the adjacent through movement).
Figure 37	Chart. Intersection Percentage Delay Reductions under dynamic lane grouping (left turns, three through lanes, 44 percent degree of saturation for the adjacent through movement).
Figure 38	Chart. Intersection percentage delay reductions under dynamic lane grouping (left turns, three through lanes, 59 percent degree of saturation for the adjacent through movement).
Figure 39	Chart. Intersection percentage delay reductions under dynamic lane grouping (left turns, two through lanes, 30 percent degree of saturation for the adjacent through movement).
Figure 40	Chart. Intersection percentage delay reductions under dynamic lane grouping (left turns, two through lanes, 42 percent degree of saturation for the adjacent through movement).
Figure 41	Image. Reliability Analysis Box.
Figure 42	Diagram. Baseline intersection spacing.
Figure 43	Diagram. Baseline traffic volumes.
Figure 44	Diagram. Creation of demands requiring dynamic lane grouping treatment.
Figure 45	Diagram. Degrees of saturation before and after eastbound volume changes
Figure 46	Diagram. Degrees of saturation before and after dynamic lane grouping.
Figure 47	Image. Reliability analysis results before dynamic lane grouping.
Figure 48	Image. Reliability analysis results after dynamic lane grouping.
Figure 49	Diagram. Degrees of saturation before and after reversing center lanes.
Figure 50	Image. Reliability analysis results before reversing center lanes.
Figure 51	Image. Reliability analysis results after reversing center lanes.

List of Tables

Table 1	Classification of active transportation and demand management strategies.
Table 2	International survey of adaptive signal depoloyments.
Table 3	Experimental input parameters.
Table 4	Characteristics of the Chicago Testbed corridors.
Table 5	Adaptive signal impacts on West Peterson Avenue (percent change).
Table 6	Adaptive signal impacts on West Chicago Avenue (percent change).
Table 7	Adaptive signal impacts on McCormick Boulevard (percent change).
Table 8	Demand scenarios for evaluating reversible center lane benefits.