ATMS23-Dynamic Lane Management and Shoulder Use (Service Package*)

Description

This service package provides for active management of travel lanes along a roadway. The package includes the field equipment, physical overhead lane signs and associated control electronics that are used to manage and control specific lanes and/or the shoulders. This equipment can be used to change the lane configuration on the roadway according to traffic demand and lane destination along a typical roadway section or on approach to or access from a border crossing, multimodal crossing or intermodal freight depot. This package can be used to allow temporary or interim use of shoulders as travel lanes. The equipment can be used to electronically reconfigure intersections and interchanges and manage right-of-way dynamically including merges. Also, lanes can be designated for use by special vehicles only, such as buses, high occupancy vehicles (HOVs), vehicles attending a special event, etc. Prohibitions or restrictions of types of vehicles from using particular lanes can be implemented.

The lane management system can be centrally monitored and controlled by a traffic management center or it can be autonomous. This service also can include automated enforcement equipment that notifies the enforcement agency of violators of the lane controls.

Dynamic lane management and shoulder use is an Active Traffic Management (ATM) strategy and is typically used in conjunction with other ATM strategies (such as ATMS22-Variable Speed Limits and ATMS24-Dynamic Roadway Warning).

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 Dynamic Lane Management and Shoulder Use	Roadway
Roadway Equipment Coordination	Roadway
Collect Traffic Surveillance	Traffic Management
TMC Dynamic Lane Management and Shoulder Use	Traffic Management
Traffic Equipment Maintenance	Traffic Management
Vehicle Traffic Probe Support	Vehicle

Includes Architecture Flows:

Source	Architecture Flow	Destination	In Graphic
Border Inspection Systems	lane management inputs	Traffic Management	Yes
Intermodal Freight Depot	intermodal freight event information	Traffic Management	Yes
Multimodal Crossings	lane management inputs	Traffic Management	Yes
Other Roadway	roadway equipment coordination	Roadway	Yes
Other Traffic Management	device control request	Traffic Management	Yes
Roadway	driver information	Driver	Yes
Roadway	roadway equipment coordination	Other Roadway	Yes
Roadway	lane management information	Traffic Management	Yes
Roadway	shoulder management information	Traffic Management	Yes
Roadway	traffic flow	Traffic Management	Yes
Roadway	traffic images	Traffic Management	Yes
Roadway Environment	environmental conditions	Roadway	Yes
Traffic	traffic characteristics	Roadway	Yes
Traffic Management	request for enforcement	Enforcement Agency	Yes
Traffic Management	traffic violation notification	Enforcement Agency	Yes
Traffic Management	intermodal freight traffic confirmation	Intermodal Freight Depot	Yes
Traffic Management	device control request	Other Traffic Management	Yes
Traffic Management	lane management control	Roadway	Yes
Traffic Management	shoulder management 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
Vehicle	vehicle profile	Roadway	Yes
Vehicle Characteristics	vehicle characteristics	Roadway	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
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: Managed Lanes
Freeway Management: Reliability
Freight Management: Intermodal Facilities
Freight Management: Travel Time Reliability
Special Event Management: Entry/Exit Travel Times
System Efficiency: Cost of Congestion
System Efficiency: Delay
System Efficiency: Duration of Congestion
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).
Ensure that all managed lanes (e.g., HOV lanes, HOT lanes) carry a throughput of at least Y persons per hour.	Passenger volumes in managed lanes.
Ensure that all managed lanes (e.g., HOV lanes, HOT lanes) operate at no less than 50 mph during their hours of operation.	Average speeds in managed lanes.
Ensure that all managed lanes (e.g., HOV lanes, HOT lanes) operate with a volume of at least X vehicles per hour.	Vehicle volumes in managed lanes.
Improve average travel time during peak periods by X percent by year Y.	Average travel time during peak periods (minutes).
Increase the miles of managed lanes in the region from X to Y by year Z.	Miles of managed lanes.
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
Provide options for reliable travel times for certain types of travel (e.g., transit, carpools, trucks, etc.) on at least X percent of the freeway network by year Y.	Share of freeway network with managed lanes (by class of traveler).
Reduce average time to clear event's exiting queue by X percent in Y years.	Average time to clear event's exiting queue by year per event.
Reduce average travel time into and out of the event by X percent in Y years.	Average travel time away from selected special events to a set of locations over a year.
Reduce average travel time into and out of the event by X percent in Y years.	Average travel time to selected special events from a set of locations in the area over a year.
Reduce buffer index on regional freight routes during peak and off-peak periods by X percent in Y years.	Buffer Index on regional freight routes during peak and off-peak period.
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 buffer time index for travelers to multiple similar special events by X percent in Y years.	Buffer time index for travelers to multiple similar special events.
Reduce delay associated with incidents on the freeway system by X percent by year Y.	Hours of delay associated with incidents.
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 duration of delays per month at intermodal facilities by X percent in Y years.	Average duration of delays per month at intermodal facilities.
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 frequency of delays per month at intermodal facilities by X percent in Y years.	Frequency of delays per month at intermodal facilities where a delay is defined as an addition of Z minutes to free flow conditions.
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 share of major intersections operating at LOS Z by X percent by year Y.	Percent of intersections operating at LOS F or V/C > 1.0
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 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	Arterial Management	Lane Management	Lane Control
Intelligent Infrastructure	Freeway Management	Lane Management	Lane Control
Intelligent Infrastructure	Roadway Operations & Maintenance	Work Zone Management	Lane Control

User Services related to this Service Package:

User Service
1.6 Traffic Control

Transaction Set Diagram

Note that this transaction set diagram (TSD) is only 1 of the 2 TSDs and so only a portion of the numbered items below refer to the TSD.
ATMS23 transaction set diagrams: Part 1, Part 2,

The source graphic, a Windows Metafile (WMF), for the TSDs can be downloaded here: TSD Part 1, TSD Part 2,

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.

Equipment on the Roadway is constantly monitoring traffic conditions (traffic characteristics) including volume, speed, density, etc. which are used to determine the appropriate lane usage and configuration. The current weather and roadway conditions (environmental conditions), which can impact lane availability, are also monitored.
The Traffic Management Subsystem can receive request from Border Inspection Systems (lane management inputs) for specific lane management including the types of vehicles to allow in each lane. Also, the Traffic Management Subsystem can receive request for specific lane management (lane management inputs) from Multimodal Crossings. The Traffic Management Subsystem can receive request from Intermodal Freight Depot (intermodal freight event information) for specific lane management including the type of vehicles to allow in each lane. The Traffic Management Subsystem can respond to the Intermodal Freight Depot with confirmation (intermodal freight traffic confirmation) that the request was received
The Traffic Management Subsystem can receive request from Other Traffic Management (device control request) for specific lane management to allow coordination between jurisdictions.
To obtain information about traffic that can be used to make lane management decisions, the Traffic Management Subsystem can control (traffic sensor control) and monitor (traffic flow) sensors in or along the Roadway.
The Traffic Management Subsystem also 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.
The Traffic Management Subsystem can configure, download messages and otherwise control (lane management control) equipment on or along the roadway to dynamically manage lane usage and configuration. The Traffic Management Subsystem can monitor the status of this equipment (lane management information).
The Traffic Management Subsystem can configure, download messages and otherwise control (shoulder management control) equipment on or along the roadway to dynamically manage usage of shoulders. The Traffic Management Subsystem can monitor the status of this equipment (shoulder management information).
Equipment on the Roadway notifies the Driver (driver information) of current lane usage restrictions and/or lane configuration changes. When a vehicle has violated a lane restriction, the equipment on the Roadway can identify the violating vehicle either by detecting the vehicle (vehicle characteristics) or by communicating with the Vehicle itself (vehicle profile).
The Traffic Management Subsystem can request general enforcement of dynamically managed lanes (request for enforcement). Also, the Traffic Management Subsystem can notify (request for enforcement) an Enforcement Agency of a violation in a dynamically managed lane by a specific vehicle.
The Traffic Management Subsystem can request specific lane management from Other Traffic Management (device control request) to allow coordination between jurisdictions.
The equipment on or along the Roadway used for dynamic lane and shoulder management can be coordinated (roadway equipment coordination) through peer-to-peer, master-slave or other configurations.
The entire process is under the asynchronous monitoring (traffic operator data) and control (traffic operator inputs) of Traffic Operations Personnel.