ATMS04-Traffic Metering (Service Package*)

Description

This service package provides central monitoring and control, communications, and field equipment that support metering of traffic. It supports the complete range of metering strategies including ramp, interchange, and mainline metering. This package incorporates the instrumentation included in the Network Surveillance service package (traffic sensors are used to measure traffic flow and queues) to support traffic monitoring so responsive and adaptive metering strategies can be implemented. Also included is configurable field equipment to provide information to drivers approaching a meter, such as advance warning of the meter, its operational status (whether it is currently on or not, how many cars per green are allowed, etc.), lane usage at the meter (including a bypass lane for HOVs) and existing queue at the meter.

Graphic
Equipment Packages
Flows
Goals and Objectives
ITS Applications
User Services
Transaction Set

Service Package Graphic

Get the Source Graphic, a Windows Metafile (WMF), in ZIP format.
About this Graphic

Includes Equipment Packages and Subsystems:

Equipment Package	Subsystem
Roadway Basic Surveillance	Roadway
Roadway Equipment Coordination	Roadway
Roadway Traffic Information Dissemination	Roadway
Roadway Traffic Metering	Roadway
Collect Traffic Surveillance	Traffic Management
TMC Traffic Information Dissemination	Traffic Management
TMC Traffic Metering	Traffic Management
Traffic Equipment Maintenance	Traffic Management

Includes Architecture Flows:

Source	Architecture Flow	Destination	In Graphic
Other Roadway	roadway equipment coordination	Roadway	Yes
Roadway	driver information	Driver	Yes
Roadway	roadway equipment coordination	Other Roadway	Yes
Roadway	roadway information system status	Traffic Management	Yes
Roadway	traffic flow	Traffic Management	Yes
Roadway	traffic images	Traffic Management	Yes
Roadway	traffic metering status	Traffic Management	Yes
Traffic	traffic characteristics	Roadway	Yes
Traffic Management	roadway information system data	Roadway	Yes
Traffic Management	traffic metering control	Roadway	Yes
Traffic Management	traffic sensor control	Roadway	Yes
Traffic Management	video surveillance control	Roadway	Yes
Traffic Management	traffic operator data	Traffic Operations Personnel	Yes
Traffic Operations Personnel	traffic operator inputs	Traffic Management	Yes

Associated Planning Factors and Goals

Planning Factor	Goal
A. Support the economic vitality of the metropolitan area, especially by enabling global competitiveness, productivity, and efficiency;	Support regional economic productivity and development
E. Protect and enhance the environment, promote energy conservation, improve the quality of life, and promote consistency between transportation improvements and State and local planned growth and economic development patterns;	Reduce environmental impacts
G. Promote efficient system management and operation;	Increase operational efficiency and reliability of the transportation system

Associated Objective Categories

Objective Category
Freeway Management: Efficiency
Freeway Management: Ramp Management
Freeway Management: Reliability
Freeway Management: Transportation Management Centers
Special Event Management: Entry/Exit Travel Times
System Efficiency: Cost of Congestion
System Efficiency: Delay
System Efficiency: Duration of Congestion
System Efficiency: Energy Consumption
System Efficiency: Extent of Congestion
System Efficiency: Intensity of Congestion (Travel Time Index)
System Efficiency: Travel Time
System Reliability: Non-Recurring Delay
System Reliability: Planning Time Index
System Reliability: Travel Time 90th/95th Percentile
System Reliability: Travel Time Buffer Index
System Reliability: Variability

Associated Objectives and Performance Measures

Objective	Performance Measure
Annual rate of change in regional average commute travel time will not exceed regional rate of population growth through the year Y.	Average commute trip travel time (minutes).
Decrease the average buffer index for (multiple routes or trips) by X percent over Y years.	The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Decrease the buffer index for (specific travel routes) by X percent over the next Y years.	The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Improve average travel time during peak periods by X percent by year Y.	Average travel time during peak periods (minutes).
Increase the level of transportation management center (TMC) field hardware (cameras, variable message signs, electronic toll tag readers, ITS applications, etc.) by X percent by year Y.	Total amount of TMC equipment.
Increase the number freeway ramps currently metered by X percent by year Y.	Total number of ramp meters (by year of installation).
Increase the percent of freeway interchanges operating at LOS Z or higher during peak periods by X percent by year Y.	Percent of interchanges operating at LOS Z or above during peak periods (per year).
Maintain the rate of growth in facility miles experiencing recurring congestion as less than the population growth rate (or employment growth rate).	Percent of lane-miles (or rail) operating at LOS F or V/C > 1.0
Reduce buffer index on the freeway system during peak and off-peak periods by X percent in Y years.	The buffer index (represents the extra time (buffer) travelers add to their average travel time when planning trips in order to arrive on-time 95 percent of the time).
Reduce delay associated with incidents on the freeway system by X percent by year Y.	Hours of delay associated with incidents.
Reduce excess fuel consumed due to congestion by X percent by year Y.	Excess fuel consumed (total or per capita).
Reduce hours of delay per capita by X percent by year Y.	Hours of delay (person-hours).
Reduce hours of delay per capita by X percent by year Y.	Hours of delay per capita.
Reduce hours of delay per driver by X percent by year Y.	Hours of delay (person-hours).
Reduce hours of delay per driver by X percent by year Y.	Hours of delay per driver.
Reduce non-special event VMT in the event area during events by X percent in Y years.	Non-special event VMT in the event area during events over a year.
Reduce the 90th (or 95th) percentile travel times for each route selected by X percent over Y years.	95th or 90th percentile travel times for selected routes.
Reduce the annual monetary cost of congestion per capita for the next X years.	Cost (in dollars) of congestion or delay per capita.
Reduce the average buffer time needed to arrive on-time for 95 percent of trips on (specified routes) by X minutes over Y years.	The buffer index represents the extra time (buffer) most travelers add to their average travel time when planning trips. This is the extra time between the average travel time and near-worst case travel time (95th percentile). The buffer index is stated as a percentage of the average travel time. Average buffer index or buffer time can be calculated using miles traveled as a weighting factor. Buffer time = 95th percentile travel time (min) – average travel time (min).
Reduce the average of the 90th (or 95th) percentile travel times for (a group of specific travel routes or trips in the region) by X minutes in Y years.	95th or 90th percentile travel times for selected routes.
Reduce the average planning time for (specific routes in region) by X minutes over the next Y years.	The planning time index represents the time that must be added to travel time at free-flow speeds or the posted speed limit to ensure on time arrivals for 95 percent of the trips. Planning time = 95th percentile travel time (minutes) – Travel time at free-flow speed or posted speed limit. Average planning time index or planning time can be computed using a weighted average over person miles traveled.
Reduce the average planning time index for (specific routes in region) by X (no units) over the next Y years.	The planning time index represents the time that must be added to travel time at free-flow speeds or the posted speed limit to ensure on time arrivals for 95 percent of the trips. Planning time = 95th percentile travel time (minutes) – Travel time at free-flow speed or posted speed limit. Average planning time index or planning time can be computed using a weighted average over person miles traveled.
Reduce the daily hours of recurring congestion on major freeways from X to Y by year Z.	Hours per day at LOS F or V/C > 1.0 (or other threshold).
Reduce the number of congestion-inducing incidents occurring at freeway ramps by X percent by year Y.	Total number of congestion-inducing incidents at freeway interchanges during peak period (per year).
Reduce the number of hours per day that the top 20 most congested roadways experience recurring congestion by X percent by year Y.	Hours per day at LOS F or V/C > 1.0 (or other threshold).
Reduce the number of person hours (or vehicle hours) of delay experienced by travelers on the freeway system.	Hours of delay (vehicle-hours or person-hours).
Reduce the number of person hours (or vehicle hours) of delay experienced by travelers on the freeway system.	Hours of delay per capita or driver.
Reduce the percentage of facility miles (highway, arterial, rail, etc.) experiencing recurring congestion during the peak period by X percent by year Y.	Percent of lane-miles (or rail) operating at LOS F or V/C > 1.0
Reduce the regional average travel time index by X percent per year.	Travel time index (the average travel time during the peak period, using congested speeds, divided by the off-peak period travel time, using posted or free-flow speeds).
Reduce the share of freeway miles at Level of Service (LOS) X by Y by year Z.	Miles at LOS X or V/C > 1.0 (or other threshold).
Reduce the variability of travel time on specified routes by X percent during peak and off-peak periods by year Y.	Variance of travel time. Variance is the sum of the squared deviations from the mean. This can also be calculated as the standard deviation of travel time. Standard deviation is the square root of variance.
Reduce total energy consumption per capita for transportation by X percent by year Y.	Total energy consumed per capita for transportation.
Reduce total fuel consumption per capita for transportation by X percent by year Y.	Total fuel consumed per capita for transportation.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by all transient events such as traffic incidents, special events, and work zones.	Total person hours of delay during scheduled and/or unscheduled disruptions to travel.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by scheduled events, work zones, or system maintenance by x hours in y years.	Travel time delay during scheduled and/or unscheduled disruptions to travel.
Reduce total person hours of delay (or travel-time delay per capita) by time period (peak, off-peak) caused by unscheduled disruptions to travel.	Total person hours of delay during scheduled and/or unscheduled disruptions to travel.

Since the mapping between objectives and service packages is not always straight-forward and often situation-dependent, these mappings should only be used as a starting point. Users should do their own analysis to identify the best service packages for their region.

Related ITS Applications of ITS Taxonomy

Classification	Category	ITS Application Area	ITS Application(s)
Intelligent Infrastructure	Freeway Management	Lane Management	Lane Control Variable Speed Limits
Intelligent Infrastructure	Freeway Management	Ramp Control
Intelligent Infrastructure	Transportation Management Centers	Permanent TMCs	Freeway Rural
Intelligent Infrastructure	Transportation Management Centers	Temporary TMCs	Seasonal

User Services related to this Service Package:

User Service
1.6 Traffic Control
1.7 Incident Management

Transaction Set Diagram

The source graphic, a Windows Metafile (WMF), for the TSD can be downloaded here: TSD

The following discusses how the National ITS Architecture provides the transportation service described by this service package. Each numbered item describes the operation of that portion of the service package identified with the corresponding number on the transaction set diagram.

The entire process is under the asynchronous monitoring (traffic operator data) and control (traffic operator inputs) of Traffic Operations Personnel. Equipment on the Roadway is constantly monitoring traffic conditions (traffic characteristics) including volume, speed, density, etc.
To obtain information about traffic, the Traffic Management Subsystem can control (traffic sensor control) and monitor (traffic flow) sensors in or along the roadway.
The Traffic Management Subsystem may obtain information on traffic (traffic images from video equipment. The equipment can be controlled e.g. pan/tilt/zoom (video surveillance control) by the Traffic Management Subsystem.
Traffic Operations Personnel can also control the information displayed to travelers on dynamic message signs or other equipment along the roadway. The Traffic Management Subsystem sends information to the dynamic message signs or other equipment (roadway information system data). The equipment on the roadway displays the information (driver information) to Drivers. The status of the equipment (roadway information system status) is returned to the Traffic Management Subsystem.
The Traffic Management Subsystem can configure, download timings and otherwise control (traffic metering data) equipment to meter traffic. The Traffic Management Subsystem can monitor the status of the equipment (traffic metering status). Roadway equipment can be coordinated (roadway equipment coordination) through peer-to-peer or other configurations. Additionally, the roadway equipment provides metering indications (driver information) to the driver while en-route.