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RESULTS: INTEGRATED INCIDENT MANAGEMENT STRATEGIES

Urban/Motorway IIMS in Munich

Summary of Results

The test site network was into AIMSUN II including VMS, inductive loop detectors etc. The traffic data matrices were split into 30 minute time intervals. (For the simulation of a three hour time period, the matrix is split into six equal time intervals, each lasting 30 minutes).

For the off-line simulation with AIMSUN II the following management strategies were defined:

Strategy 0:
Do nothing scenario 		The traffic matrix is fed in the model without any modifications of the speed limit and without any re-routing actions.
Strategy 1:
Speed control by VMS 		Speed control on the motorway A 94, application of speed funnels depending on the incident's location.
Strategy 2:
Speed control by VMS 		Unified speed limit on the motorway to 80 km/h for all vehicles.
Strategy 3:
Implementation of further VMS with re-routing and Strategy 1 		Implementation of numerous VMS in the secondary road network and expulsion of the shortest way from parking to motorway. Speed control on the motorway A 94, application of speed funnels depending on the incident's location.

In the evaluation process, the results of the simulation with the application of the three strategies were compared with the results of the simulation of the "do nothing scenario".

The four defined MOEs as follows:

IIMS MOE 1: Delays in Vehicle-Hours over the entire modelled network.
IIMS MOE 2: The total travel times in Vehicle-Hours over the entire modelled network.
IIMS MOE 3: Total travel distance in Vehicle-Kilometres over the entire modelled network
IIMS MOE 4: The journey time in Hours over the entire modelled network.

The initial data consisted of information about test sets, record sets and the test date. The detected incidents only occurred during the peak period. During the off-peak period, when traffic flows were low, no incidents were detected.

The data sets were then fed into the AIMSUN II model and the different strategies were implemented, thereby applying each of the matrices to each strategy. Finally, the different MOEs were calculated. The system's global statistics provided by AIMSUN II are given in the table below. The incident's number consists of the incident's date and the applied strategy. The flow, travel time, and delay time are calculated from the AIMSUN II output.

Incident (no.) Flow (veh/hr) Travel time (h:mm) Travel time (hr) Delay time (h:mm) Delay time (hr) Travel (km)
020401_0 6.262 1:09 1.15 0:26 0.43 27837.4
060401_0 6.337 1:27 1.45 0:41 0.68 25885.3
 
020401_S1 6.327 1:14 1.23 0:25 0.42 28102.5
060401_S1 6.385 1:30 1.50 0:37 0.62 26065.3
 
020401_S2 6.322 1:11 1.18 :23 0.38 28086.7
060401_S2 6.404 1:27 1.45 0:37 0.62 26195.1
 
020401_S3 6.368 1:15 1.25 0:24 0.40 27159.2
060401_S3 6.712 1:13 1.22 0:17 0.28 25608.6
System global statistics

Using the system global statistics provided by AIMSUN II, the MOEs of the site-specific IIMS were calculated, and are shown in the table below.

Date Strategy comparison results
IIMS MOE 1 IIMS MOE 2 IIMS MOE 3 IIMS MOE 4
02/04/01 (0) -> (S1) -3 8 2 7
06/04/01 (0) -> (S1) -9 4 1 3
 
02/04/01 (0) -> (S2) -11 4 2 3
06/04/01 (0) -> (S2) -9 1 2 0
 
02/04/01 (0) -> (S3) -6 11 -1 9
06/04/01 (0) -> (S3) -56 -11 5 -16
(-): improvement in the service [%]
(+): reduction in the service [%]
Preliminary Results IIMS MOE

An improvement in network conditions can be attained with all strategies. The implementation of VMS in the secondary road network (S3) in combination with speed funnels on the motorway (as in strategy 1) seems to be the most efficient strategy. An improvement of the travel time has been achieved with 11%, and the journey time with 16%.

A summary of the test results is shown in the table below. The strategy MOEs have been averaged to one value for each strategy.

Component Measure of Effectiveness Definition Target % Strategy 1 Strategy 2 Strategy 3
IIMS IIMS MOE 1 Delays in Vehicle-Hours over the entire modelled network. No target -6 -10 -31
IIMS MOE 2 The total travel times in Vehicle-Hours over the entire modelled network. No target +6 +2.5 +0
IIMS MOE 3 Total travel distance in Vehicle-Kilometres over the entire modelled network. No target +1.5 +2 +2
IIMS MOE 4 The journey time in Hours over the entire modelled network. No target +5 +1.5 -3.5
Final Results IIMS MOE

The results show that strategy 3 has the best effects on the traffic. MOE 1 and 4 are constantly improving, MOE 2 has a constantly minimising reduction in the service, and MOE 3 is with a reduction of 2% acceptable.

However, the network (motorway and urban roads) has been heavily charged with traffic during the entire testing period. For this reason the re-routing strategies enhance the traffic problems on the alternative routes.