Post on 25-Jun-2015
description
transcript
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Evolution of LUMS on Queensland MotorwaysQueensland Department of Transport and Main Roads
Dr Miranda Blogg, Principal Engineer (Traffic)
3 |3 |
Presentation overview
• LUMS how-to guidelines• Device placement
• Gantry design
• Temporary traffic works
• LUMS projects• Complex geometry
• Automated responses
• National differences
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Introduction – QLD managed motorways
STREAMS
Motorways Operations
Incident Management System (SIMS)
Ramp signals
(HERO)
Lane use management
(LUMS)
DATA
Variable & enhanced messages (V/EVMS)
DetectorsWeather Station
CCTV
Motorways Incidents
RESP
ON
SE
DetectorsDetectors
CCTV
Automated speed Manual lane-use & speed Automated signal
Automated messages Manual messages
Manual actions (response plans)
Help PhonesCCTV
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Condition high traffic volumes
stationary or slow moving queue
high wind, rain, poor visibility or surface friction
Speed reduction
zone to a minimum of
70km/hr
within and immediately upstream of the queue - to
60km/hr
zone to a minimum of 40km/hr
Introduction – VSL algorithms
LUMS
High Flow Queue detection and protection
Weather
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Guidelines
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ITS placement guideline
all devices, with a focus on detectors & VSL
mainline motorway, with a focus at bottlenecks
managed motorway’s planning & design phase
illustrate importance of placement to improve VSL algorithm performance
step-by-step instructions by bottleneck type
When
Where
What
Why
How
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ITS placement guideline• Bottleneck types – I (surge), II (geometry), & III (weave);
off-ramp queues
• Band defined to accommodate civil/electrical constraints• Not all possible configurations can be described
Congestion Ahead
D2 D1D3DRepeater DRepeater
VSLControl VSLRecovery
Minimise (squeeze)spacing to bottleneck
<50m50 to 300m 0-25m 200m (min) - 400m max
Push out Drepeater spacing in basic sections Push out Drepeater spacing in basic sections
Direction of Flow
⟹
⟹
⟹
300m +
Known
bottleneck
Conform
ance B
and
6060
60
Conform
ance B
and
9090
90
8080
80
Mark known bottleneck locations
Place detectors immediately
upstream of the bottleneck
Place upstream “control” VSL in
the conformance range
Place downstream “recovery” VSL in the conformance
range
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ITS placement guideline• Guidelines have been applied to a number of design
projects: Gateway Motorway north PAC Motorway Bruce Highway Port of Brisbane Motorway Western Freeway
• Built projects have not applied the guidelines: Ipswich Motorway Gateway Motorway
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Gantry decision aide
+$500k NPV over 30 years
(SMEC 2010)
Accessible Gantriessafer for worker/traffic
< traffic management $$
Non-Accessible Gantries less intrusive structures < design/construct $$
Efforts to reduce $$ can reduce outcomes e.g.:• Use pole mounted VSL instead of LUMS – no lane control• Increase gantry spacing - less control and lower compliance
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Gantry decision aide• Hyder, together with TMR, have examined the selection and
design of gantries, considering opportunities for savings
• Flow chart tool developed to prompt designers to consider retrofitting existing structures collocating devices gantry super-spans to reduce barrier costs maintenance options deviations from standards
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Gantry decision aide
• Policies amended:• remove accessible gantry requirement
• remove “VSL only” on 3+ lanes gantry requirement
• allow for colocation of VSL/LC and VMS
• Allow for up to 200 m lateral separation of pole mounted signs
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LUMS for temporary works• Current advice:
Traffic Road and Use Management (TRUM) 7.6 Uses LUMS, supplemented by static signs
• Issues: No training – training focused on static signs; TRUM 7.6 not being
used. Increased coordination - contractors required to coordinate with
TMCs; contractors need more support from regions Long upstream signage distances - Due to the spacing of LUMS,
upstream speed reductions can be very long (>1km) Full statics required – no savings in time or effort; requires
multiple steps with TMC to set down and remove static signs
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LUMS for temporary works
• Objective of revised guidance: Reduce the physical extent of LUMS Reduce the requirement for static signage Reduce # of times the contractor communicates with the TMC
and the # of changes the TMC must make Provide a tool to assist contractors
• Tool options1. Uses LUMS instead of upstream statics
2. Uses LUMS to supplement statics
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LUMS for temporary works
• LUMS visibility and spacing = opportunities to deviate from static signage practice: single speed buffers (100 to 40 with a single 60) shorter distances from LUMS relative to works shorter physical tapers reduction in static signs - complementary within the works on one side
of the motorway # of TMC changes is reduced as there are no upstream statics
• Next steps – assess the risks associated with deviations from static sign practice
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LUMS projects
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Lane control in complex geometry
Type footer details here | 13 April 2023
• Lane control can be challenging in complex geometry
• operator closes an incident lane• a system generated response is only plausible for 1 in 4
scenarios (single or multi lane incidents) • all other generated responses result in the full closure of the
section
Gantry 1
Direction of Flow
⟹
⟹
90
Gantry 2
Gantry 3 Gantry 4
90
9090
90
9090
XX
XX
Gantry 1
Direction of Flow
⟹
⟹
40
Gantry 2
Gantry 3 Gantry 4
40
9090
90
9090
40
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Lane control in complex geometry
• Soft closure reduces some benefits - limits emergency vehicle access & protection of the incident vehicle
Type footer details here | 13 April 2023
Gantry 1
Direction of Flow
⟹
⟹
90
Gantry 2
Gantry 3 Gantry 4
90
9090
90
9090
XX
XX
Gantry 1
Direction of Flow
⟹
⟹
40
Gantry 2
Gantry 3 Gantry 4
40
9090
90
9090
40
Automated
Manual – flashing X/soft closure
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Lane control in complex geometry
• Lane control design advice: use on 3 or more lanes place gantry downstream of the merge and outside of the legibility
distance to limit the driver load/distraction place first gantry upstream of an off-ramp - during a full closure,
drivers have the ability to exit the facilities Note – the kerbside lane of a gantry with a downstream mainline
lane-drop is awkward – in theory should always display flashing X
Gantry 1
Direction of Flow
⟹
⟹
90
Gantry 2
Gantry 3 Gantry 4
90
9090
9090
90
9090
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Automated detection algorithms
• Queensland managed motorways funding is based on a full suite of treatments. The expected benefits are: increase in the travel speed (to a
minimum speed of 75km/hr) reduction in crashes (25%), and reduction in incident duration
(20%)
• These can’t be achieved without timely detection and responses
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Automated detection algorithmsCurrent VSL practice:
manual speed changes based on observed incidents
Initial trial of VSL algorithms: reduce detection time from 20 to 2 minutes increased detection – 50% more; typically shorter duration type
Others not yet measured: responsiveness - to changes beyond initial detection consistency – in the displayed speed response level of effort – reduction in workload imposed on operational staff
Future of VSL: automated detection with semi-automated response (e.g. an alarm)
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LUMS display
Flashing X = move to either lane
OR Upward arrow = exit at off-ramp
Left or right downwards arrows = move as directed OR Upward arrow = exit at off-ramp
Queensland
Other States
DRAFT
• AustRoad - concerted effort to harmonise practice
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Island closureexample
40 40 40
100 100 100
60 60
80 80
X
80
40
100
60
80
40
100
60
80
60
40 40
100 100 100
60
80 8080
40
100
60
80
40
100
60
80
60
Dire
ction
of F
low
XThis flashing X indicates that
motorists have a choice to merge left
or right. In this scenario which merge
arrow direction would be specified?
Left; Right or Left/Right?
Which merge
direction?
Queensland Flashing X’s Merge Arrows
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Multiple lane closures extending over an exit ramp.
Dire
ction
of F
low
⟹ ⟹ ⟹
90 90 40X
100 100 100
60
80 80
100 100 100
X
⟹ ⟹ ⟹
90 90 40X
100 100 100
90 90 60
80 80
100 100 100
X
X
Queensland Flashing X’s Merge Arrows
Exit is open to traffic
80
Combination of merge right arrow and exit left
arrow is confusing
GANTRY 1
GANTRY 3
GANTRY 2
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LUMS display
flashing X vs arrows benefits
easier to config the
device
easier for the
operator to use
more flexible for the driver
easier to test the system
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ConclusionsAct
Observe
Queensland maturing LUMS practicePlan
ActObserve
Reflect Plan
Act
Observe
ReflectPlan
Reflect
Where are we?• Guidelines (act) – have acted on
the need to provide design advice, but not yet able to observe operational outcomes
• Lane control (reflect) – being used but room for improvement
• Automated VSL (observe) – live traffic trials underway
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Thank you