ptv ag report of some european experiences, facts and perspectives dr. rainer schwarzmann, ptv ag...
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PTV AGReport of some European experiences, facts and perspectives
Dr. Rainer Schwarzmann, PTV AG (Germany)Transport Consulting Division
August 2008
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> Some words about PTV
> Short profile of Transport Consulting
> PTV‘s experiences in ATM
> ATM policies in Germany
> ATM measures
> ATM benefits
> Perspectives
Overview
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Introduction - PTV AG
Founded
1979
Locations
Karlsruhe, Germany
+ 6 other in Germany
Subsidiaries
19 worldwide
Staff
700 +
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Headquarter and offices in Germany
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Total performance of the PTV group
PTV AGPTV Group
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Europe
International branches and partners
Branches
Partners
Worldwide
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PTV America, Inc.
Founded
1997 (Innovative Transportation Concepts)
1982 (TModel Corporation)
Locations
Portland, OR
Tacoma, WA
Vancouver, BC
Wilmington, DE
Austin, TX
Staff
30+
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Business units PTV AG
PTV AG
Traffic Mobility Logistics
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Transport Consulting
Scope of services (Units)
> Transport Planning (Master Plans, Impact Studies, Forecasts)
> Public Transport Planning (Supply, Operation)
> Transport Economy (Appraisals, special consultancy services)
> Traffic Control and Management (Urban, Freeway, Tunnel)
> Road Design and Equipment (Support in Design, Procurement services)
> International Consulting Planning projects
> International Consulting ITS/Traffic Management
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Transport Consulting
Specific services Traffic control and Management> ITS Master plans and strategy development
> Operation and institutional concepts
> Financial schemes (PPP)
> System architecture and technical design concepts of > Urban Traffic control centers
> Interurban/Freeway Traffic control/ATM systems + detection and communication networks
> Tunnel monitoring and control systems
> Design of ATM devices (VMS, road equipment)
> Procurement and Tendering Services
> Supervision of construction and implementation of ATM systems
> Impact Analysis of ATM
> Risk analysis road tunnels (evacuation issues, fire events)
> National and European Research Projects ITS/Traffic Management
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System Architecture for Traffic Control
Planning of the main elements
> data acquisition facilities to acquire current traffic and environmental data on site
> data preprocessing and processing incl. the elaboration of a suggested control measure in a traffic control centre or sub-centre
> data transmission between traffic data acquisition facilities and central facilities
> information transmission to the road users, for example by means of variable message signs.
Vast experience in Germany and Austria
> Many projects since the eighties
> Major contractor for Austrian Motorway company (ASFINAG)
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Operating Principle of all ATM Systems
Actiondisplay Units
Analysis and procession of traffic dataDecisiongeneration of display data
Aggregation of traffic data
Detectioncollection of traffic data
trafficflow
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System Architecture for Active Traffic Control
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System Architecture for Traffic Control- Special Subsystems: ASFINAG Video-Monitoring System
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Germany‘s ITS Policy framework
Background> Massive growth of traffic volumes
> Especially on motorways
> Especially of heavy goods vehicle traffic
> Lack of opportunity and funds (!) for extension of physical road infrastructure
Philosophy
> 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
> Standards, Rules and Guidelines defined for concepts, devices and communication interfaces
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Framework Program
Federal Ministry’s of Transport, Building and Construction and Housing framework programs for traffic control on federal motorways:
> 1981 to 1990: budget approx. 140 mill. €
> 1991 to 1995: budget approx. 220 mill. €
> 1993 to 1997: budget approx. 325 mill. €
> 1996 to 2001: budget approx. 300 mill. €
> 2001 to 2007: budget approx. 200 mill. €
> But Compare: Annual budget for road construction approx. 10 Billion €
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Costs of Traffic Control Systems
Investment costs [per km road length]:
> 0.1 to 0.5 mill. €
Operation and maintenance costs [Percentage of investment costs]:
> operating costs: 0.3 to 0.8 % per year
> staff costs: 0.2 to 1.5 % per year
> maintenance 1.5 to 2.5 % per year
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Assignment of Costs to System Components
investment costs operating costs
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Systems (Planned/realized) in Germany, Northern Part
Green lines: Network control
Red lines: Section control
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Systems in Germany, Southern Part
Green lines: Network control
Red lines: Section control
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ATM-measures: Collective Traffic Control Systems
Network control/ Route guidance systems
> variable direction signs
> information panels
Section control systems
> speed control
> hazard warning (weather, congestion, accidents, road works)
> tidal flow/dynamic lane assignment
Temporary Hard shoulder use
Interchange control systems
> merging aid
> access control (ramp metering)
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Route Guidance by Variable Direction Signs
Influencing the road user‘s route choice.
> by substitutive variable direction signs or
> by additional variable direction signs
It is generally used for the deviation of through-traffic of a network mesh (long-distance traffic)
> due to a congestion on normal/alternative route
> to harmonize the traffic volumes in network
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Example of Substitutive Variable Direction Signs
Source: Deutsche Aerospace AG
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Example of an Additive Variable Direction Sign
Source: Dambach-Werke GmbH
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Route Guidance by Information Panels
Alternatively use of information panels at important (route choice) decision points of the road network.
For the local road user– experienced by daily use
> To be warned of incidents or hazards
> To change route
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Example of an Information Panel
Source: Dambach-Werke GmbH, Dambach-Vario-System
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Network Control by dWiSta Panels
Additive direction signs are increasingly replaced by dWiSta panels (dWiSta = dynamic direction signs with integrated congestion information).
Being freely programmable they provide
> a greater variety of display possibilities and
> Higher flexibility in use for more possible applications.
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Recently introduced dWiSta Panel
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Management of Urban Access by dWiSta Panel
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. . . Implementation
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Section Control
Section control includes all systems which at several display points along a road section
> indicate a speed limit
> warn the road user of traffic-conditioned hazards (congestion, roadwork, accident etc.)
> warn the road user of weather-conditioned hazards (fog, wetness, ice etc.)
> Subtract/ add lanes (lane signalization).
by means of variable message signs.
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Displays of a Section Control System
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Example of a Section Control System
Source: Dambach-Werke GmbH, Traffic control system A5
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Effects of Speed Control
Reduction of the standard deviation of local speeds
due to
> smoother traffic flow
> greater capacity
> harmonisation of traffic flow.
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Warning of Hazards
Warning of traffic-conditioned hazards:
> congestion warning
> roadworks
> accident
Warning of weather-conditioned hazards:
> fog
> wetness
> ice
In Approach of dangerous spots a speed funnel is used.
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Example of Congestion WarningIncluding Speed Funnel
Source: Dambach aktuell
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Tidal Flow Systems
Allocation of lanes according to varying traffic loads
> Variation in different peak hours
> Variation due to special demand situations (events)
The information on the current allocation of lanes is given by
> overhead arranged lane signals
> green arrow for free lane
> yellow flashing arrow for lane to be cleared
> red cross for blocked lane
> lane allocation panels positioned at the roadside.
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Example of Tidal Flow Systems on Motorways
Source: Dambach-Werke GmbH, Road traffic management systems
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Example of a Tidal Flow Systems on Motorways
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Example of Tidal Flow Systems on Federal Roads
Source: Ingenieurbüro Verkehrstechnik Karlsruhe
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Example of a planning work for a Section Control System on Motorway including Tunnels
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Intersection Control
Maintenance of traffic flow and weaving at highly loaded interchanging sections
> merging aid (lane allocation) – „relative“ of tidal flow systems
> ramp metering (access control)
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Example of Merging Aid
Source: Landschaftsverband Rheinland,
Traffic control system A3
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Overhead direction signing supplemented by in-road signaling
Source: Siemens ATD SV
Exit control with dynamic lane allocation
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Temporary hard shoulder use
„The latest“ in ATM! > Increase of capacity for peak periods
> Support of accessing traffic in highly loaded weaving sections
> Stabilization of traffic flow
In fact a combination of various ATM-elements> Detection
> Video-monitoring
> Control centre (decision)
> Variable message signs
> Special case of tidal flow system
Many realization projects> Already realized and in operation on motorways in two states
> Other states to follow after implementation of the base systems
> Strong political pressure
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Example of design work for section control system with Hard shoulder
use functionality
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Temporary hard shoulder use – Impact Analysis by simulation
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What are the benefits?
ControlMeasure
Reduction of accidents (Number)
Reduction of congestion (length and frequency)
Capacity increase (max. volumes)
Speed control Up to 30% Up to 50% Up to 10%
Congestion Warning
50% n.a. n.a.Reduction of loss time
Weather Warnings
60% n.a.Incident prevention
n.a.Incident prevention
Lane allocation/hard shoulder use
???? Up to 50% Up to 25%
route guidance n.a. Up to 50% n.a.
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Accident rates before and after installation of section control systems
15,3
13,012,6
10,4
23,1
11,2
13,5
18,0
16,2
12,7
16,0
10,4
11,512,3
13,6
10,5
12,311,9
16,5
11,4
-17,0
-3,1
-20,3
-8,8
18,3
-41,1
2,2
-21,8
-31,7-26,5
-10,0
-5,0
0,0
5,0
10,0
15,0
20,0
25,0
30,0
no. of accidents per 100 mio. veh.-km
-67,0
relative deviation [%]
no. of accidents per 100 mio. veh. - km(without section control)
no. of accidents per 100 mio. veh. - km(with section control)
relative deviation [%]
1 - 5 sites with 2 lanes per direction6 - 8 sites with 2-3 lanes per direction
9 - 10 sites with 3 lanes per direction
1 2 3 4 5 6 7 8 9 10
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Safety Impacts of a Section Control System - on the Federal Motorway A5
-100%
-80%
-60%
-40%
-20%
0%
20%
40%
accidents injuryaccidents
accidentrate
fatalities seriouslyinjured
sectioncontrol A5
all federalmotorwaysof Hesse
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Safety Impacts of a Section Control System - on the Federal Motorway A8
-80%
-70%
-60%
-50%
-40%
-30%
-20%
-10%
0%
accidents injuryaccidents
accidentrate
fatalities seriouslyinjured
sectioncontrol A8
all federalmotorways ofBaden-Württemberg
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Safety Impacts of all Section Control Systems - compared to whole federal motorway network
-80%
-70%
-60%
-50%
-40%
-30%
-20%
-10%
0%
accidents injuryaccidents
accidentrate
fatalities seriouslyinjured
sections withtraffic control
wholemotorwaynetwork
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Average speeds in different display situations
0
5
10
15
20
25
σv [ / ]km h
2lane
1lane
0
20
40
60
80
100
120
vm [km/h]
lane 2
lane 1
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Standard deviation of speeds in different display situations
0
5
10
15
20
25
σv [ / ]km h
2lane
1lane
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Perspectives
Standardization
> Guidelines for applications
> Data protocols
> Central units and
> data collection systems
Integration > Motorway, Interurban and Urban Control systems (Cooperative
Management)
> Public and Private (Navigation systems, Information centers)
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1. Incident detection based on a cooperative report on traffic conditions
Workflow
2. Strategy negotiation and implementation by public authorities
3. Strategy transmission to private service provider
4. Strategy compliant replies to routing request
Urban Traffic Control Centre
(Düsseldorf)
Motorway Traffic Control Centre
(Leverkusen/RVLZ Köln)
ContinuousStrategy
Negotiation
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Strategy Compliant RoutingThe idea behind the cooperation between public and private partners:
Strategic Interaction of Services (Routing)
In case of an incident, public authorities inform a navigation service provider of an alternative route and ensure an adequate level of service on this route.
Navigation (and Web-Based Routing) Considering Strategies
a method, which was for the first time developed within the INVENT research project, is further developed with focus on automatic implementation
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destination
entrance trigger
exit trigger
A 52
A 44
A 57
location points “main route”
location points “alternative route”
Strategy Layer
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System Architecture
Navigation Service Center
FCD Service Center
Content Center Private
Content CenterTraffic Data
CooperativeStrategy
Management
Traffic State(Level of Service,
Travel Times)
Traffic Messages
Strategies
Geo-Referencing
Mobility Service Center
Mapping Server
Routing Server
Road Editor
OBN Server
Waypoint-Server
Online NaviClient
BMW Onboard Navigation
Front-endInternet Portal
Urban Center Private Service Center
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The preferred route is calculated in the private service centre (based on dynamic map including the strategy layer).
The corresponding route will be transferred to the navigation system as a way point list.
TA
Congested road segment
Alternative route calculated according to the strategy
Strategy Compliant Routing/Way Point Procedure
destination
WP1
WP2
WP3
WP4
way points WP
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PTV Planung Transport Verkehr AG, 76131 Karlsruhe, Germany
PTV America, Inc.
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