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. |