Summary of Active Traffic Management/Dynamic Lane Management Design and Development

MARC

Contact Information

Organization: MARC
Contact person: Marc Hansen
Title: Principal Planner
Phone: 816-701-8317
E-mail: mhansen@marc.org
Organization address: 600 Broadway, Suite 200
  Kansas City, MO    64105


General Information

1. Project name: Active Traffic Management/Dynamic Lane Management Design and Development
2. City(ies), County(ies), State: Lenexa, Overland Park and Leawood in Johnson County, Kansas Kansas City in Jackson County, Missouri
3. Routes, interchanges and/or intersections: I-435 between Lenexa/I-35 interchange through the I-49 interchange
4. Primary project mode: Highway/roadway 
5. Supplementary project mode(s): * Freight * Transit )
Active traffic management (ATM) is the ability to dynamically manage recurrent and non-recurrent congestion based on prevailing and predicted traffic conditions. Focusing on trip reliability, it maximizes the effectiveness and efficiency of the facility. It increases throughput and safety through the use of integrated systems with new technology to optimize performance. With a greater level of awareness, travelers and freight carriers can make better decisions about when or if to travel, which route to take, and which mode to choose. ATM strategies can be deployed singularly to address a specific need such as the utilizing adaptive ramp metering to control traffic flow or can be combined to meet system-wide needs of congestion management, traveler information, and safety resulting in synergistic performance
6. Project Purpose: * System operations and management )
7. Project sponsor: Marc Hansen
mhansen@marc.org
816.701.8317
8. Total budget in 2019 dollars: $27000000
9. Project description: Develop and deploy Active Traffic Management solution on the southern section of Interstate 435 to manage traffic congestion in AM/PM peak periods. Active traffic management (ATM) is the ability to dynamically manage recurrent and non-recurrent congestion based on prevailing and predicted traffic conditions. Focusing on trip reliability, it maximizes the effectiveness and efficiency of the facility. It increases throughput and safety through the use of integrated systems with new technology to optimize performance. ATM approaches focus on influencing travel behavior with respect to lane/facility choices and operations. ATM strategies can be deployed singularly to address a specific need such as the utilizing adaptive ramp metering to control traffic flow or can be combined to meet system-wide needs of congestion management, traveler information, and safety resulting in synergistic performance gains.
10. Scope: ATM strategies can be deployed singularly to address a specific need such as the utilizing adaptive ramp metering to control traffic flow or can be combined to meet system-wide needs of congestion management, traveler information, and safety resulting in synergistic performance gains. Example strategies include: Dynamic Lane Use Control: This strategy involves dynamically closing or opening of individual traffic lanes as warranted and providing advance warning of the closure(s) (typically through dynamic lane control signs), in order to safely merge traffic into adjoining lanes. In an ATDM approach, as the network is continuously monitored, real-time incident and congestion data is used to control the lane use ahead of the lane closure(s) and dynamically manage the location to reduce rear-end and other secondary crashes. Dynamic Merge Control: This strategy (also known as dynamic late merge or dynamic early merge) consists of dynamically managing the entry of vehicles into merge areas with a series of advisory messages (e.g., displayed on a dynamic message sign [DMS] or lane control sign) approaching the merge point that prepare motorists for an upcoming merge and encouraging or directing a consistent merging behavior. Applied conditionally during congested (or near congested) conditions, dynamic merge control can help create or maintain safe merging gaps and reduce shockwaves upstream of merge points. In an ATDM approach, conditions on the mainline lanes and ramps approaching merge areas are continuously monitored and the dynamic merge system will be activated dynamically based on real-time and anticipated congestion conditions. Dynamic Shoulder Lanes: This strategy enables the use of the shoulder as a travel lane(s), known as Hard Shoulder Running (HSR) or temporary shoulder use, based on congestion levels during peak periods and in response to incidents or other conditions as warranted during non-peak periods. In contrast to a static time-of-day schedule for using a shoulder lane, an ATDM approach continuously monitors conditions and uses real-time and anticipated congestion levels to determine the need for using a shoulder lane as a regular or special purpose travel lane (e.g., transit only). Dynamic Speed Limits: This strategy adjusts speed limits based on real-time traffic, roadway, and/or weather conditions. Dynamic speed limits can either be enforceable (regulatory) speed limits or recommended speed advisories, and they can be applied to an entire roadway segment or individual lanes. In an ATDM approach, real-time and anticipated traffic conditions are used to adjust the speed limits dynamically to meet goals/objectives for safety, mobility, or environmental impacts.
11. Project schedule: The ITS Deployment Strategy indicates deployment of this project as mid-term. Based on this, 2023 would be an estimate for the deployment.

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600 Broadway, Suite 200
Kansas City, MO 64105
816/474-4240
Fax 816/421-7758

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