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Summary Report
Contents
Section
1. 1.1 1.2 1.3 1.4 1.5 2. 2.1 2.2 2.3 3. 3.1 3.2 3.3 3.4 3.5 3.6 3.7 3.8 4. 4.1 4.2 4.3 4.4 5. 5.1 5.2 5.3 5.4 5.5 Introduction Ramp Metering Concept International Experience Background and History Deployment of 30 Ramp Metering Sites Structure of Document Ramp Metering Overview Introduction Ramp Metering Operation Ramp Metering Limitations System Operation System Architecture Release Algorithm Arbitration Algorithm Switch On-Off Algorithm Queue Override Algorithm Queue Management Algorithm Ramp Metering Algorithm Data Filtering Algorithms National Deployment of 30 Ramp Metering Sites Initial 30 Sites HA Areas 9 &11 HA Area 10 HA Area 12 Further Implementation Site Selection Design Installation System Commissioning Calibration i
Page
3 3 3 4 5 5 6 6 6 6 8 8 9 10 11 12 12 13 14 15 15 16 16 17 18 18 19 19 19 20
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5.6 5.7 5.8 6. 6.1 6.2 6.3 7. 7.1 7.2 7.3 7.4 7.5 7.6 8. 9. 9.1
Operation and Maintenance Evaluation Economic Benefits Ramp Metering Evaluation Evaluation Methodology Data Collection Evaluation Findings Further Ramp Metering Development Introduction Review of Ramp Metering Operation Enhancements to Aid Set Up, Calibration and Maintenance Enhancements to Improve Performance at Standard Locations Enhancement to Optimise Operation at New Types of Location Implementation of Enhancements Conclusions References Further Reading
20 20 20 6-21 6-21 6-21 6-22 7-23 7-23 7-23 7-23 7-24 7-24 7-24 8-26 9-27 9-28
List of Tables Table 4.1 - Area 9 &11 Sites Table 4.2 - Area 10 Sites Table 4.3 - Area 12 Sites Table 5.1 - Limits of Variables to Consider when Assessing Site Suitability 16 17 17 19
List of Figures Figure 3.1: Negative Feedback Control Loops of Ramp Metering Process Figure 3.2: System Overview of the Ramp Metering System Figure 3.3: Release Algorithm Schematic Figure 3.4: Arbitration Algorithm Schematic Figure 3.5: Switch On-Off Algorithm Schematic Figure 3.6: Queue Override Algorithm Schematic Figure 3.7: Queue Management Algorithm Schematic Figure 3.8: Proportional Occupancy Queue Management Algorithm Schematic Figure 3.9: Ramp Metering Algorithm Schematic Figure 3.10: ALINEA Algorithm Schematic Figure 4.1: Current Ramp Metering Installation Figure 9.1: Flowchart of deployment project life cycle documentation
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1.
1.1
Introduction
Ramp Metering Concept
Ramp metering is a traffic management technique which regulates the manner in which vehicles join a motorway at peak periods. The purpose of the system is to prevent or delay the onset of flow breakdown on the main carriageway by a combination of: Regulating the flow of additional traffic onto the motorway that, if unregulated would trigger flow breakdown; and, Managing the flow on the entry slip road to avoid large platoons of vehicles entering the main carriageway and causing flow breakdown.
By preventing or delaying flow breakdown the system provides the following benefits: Greater throughput during peak periods; Less congestion and improved traffic flows; Smoother and more reliable journey times; Reduced risk of accidents; and, Environmental improvements as a result of noise reduction and improved fuel consumption.
The ramp metering system uses part time signals on the slip road which come into operation when traffic sensors on the main carriageway indicate heavy traffic. The full operation is described in MCH1965 Ramp Metering System Requirements Specification.
1.2
International Experience
Ramp metering is not a new concept. In the USA it started in the early 1960s and there are now over 2,200 ramp metering sites there. Some European countries have operated systems since the 1980s, with ramp metering being implemented in Germany, the Netherlands, France and Belgium. In 2001, the Euro-Regional project, CENTRICO, compiled a review of ramp metering in these countries. Other countries have also conducted or are planning trials. In general, ramp metering sites operate in three different methods: 1. Time of day (fixed rate). 2. Incident / special event (manually switched). 3. Traffic responsive (continuously operating). They are configured as either stand-alone or centralised control systems (the latter configuration was implemented in Seattle in the early 1990s to allow a more strategic approach to congestion management by providing feedback from downstream ramp metering sites and local roads).
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The following ramp metering strategies have been used in various countries: Fixed rate with look up tables; Demand-capacity; ALINEA (widely used in Europe); and, Adaptive ramp metering strategies (e.g. California).
Operationally they vary with the following main differences: One car per green (usually with appropriate signing); Not all use an amber signal; Belgium and Minneapolis use flashing ambers when ramp metering is operational; not
In Bordeaux, a flashing amber signal is used to indicate that traffic can proceed; In Munich, the system used a non illuminated open aspect to indicate traffic can proceed; and, Cycle times vary between 4 seconds and 40 seconds.
One European report, summarising the experience of ramp metering at 8 sites in the Netherlands over the past ten years, admits that it is difficult to make a judgement about the effects of ramp-metering. An overview of the systems and ramp metering experience in the US and Europe indicates that the benefits achieved can vary and also depend on which site is considered. However, generally the claimed benefits can be summarised as: Throughputs were increased; Mainline speed increased; Travel times were reduced on the main line; Emissions were reduced (one US scheme in Denver - evaluated this); and, Accidents were reduced.
Any delays to slip road traffic must be offset against these benefits.
1.3
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The ramp metering pilot project was completed in 2005 with the final evaluation undertaken by a Highways Agency team of Atkins, MMB Associates, Technical University of Crete and University of Southampton. Following the successful completion of the pilot project an initial deployment of 30 ramp metering sites on the Highways Agency network was undertaken.
1.4
1.5
Structure of Document
The document comprises the following sections: Section 1 basic introduction to the document; Section 2 ramp metering theory; Section 3 ramp metering system operation; Section 4 the national deployment of 30 sites; Section 5 advice for further implementation; Section 6 details the effectiveness of ramp metering; Section 7 planned further development; Section 8 conclusions of the various ramp metering projects; and Section 9 related documentation and further reading.
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2.
2.1
2.2
2.3
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Situations such as this are particularly relevant when: Flow from the slip road is low compared to main carriageway flow. The bottleneck problem causes a large congestion problem, where capacity of the road is greatly exceeded. Large bottleneck problems would typically include a large change in capacity on a road for example: Capacity of road reduction due to lane loss; Traffic backing up from an off slip and blocking a lane of the main carriageway; Diverging tailbacks at motorway intersections; and, Roadwork Traffic Management/ Accident causing lane loss.
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3.
3.1
System Operation
System Architecture
The ramp metering process uses negative feedback control loops as illustrated in Figure 3.1 below. The negative feedback control loop algorithms strive to maintain maximum throughput on the main carriageway without disrupting the local network roads. Processing On/Off, Queue Management, Queue Override, Ramp Metering. Outputs Arbitration & Release Algorithms / Signal Times
Motorway
Figure 3.1: Negative Feedback Control Loops of Ramp Metering Process There are seven algorithms used by the current ramp metering operation as follows: Release algorithm; Arbitration algorithm; Switch on-off algorithm; Ramp metering algorithm; Queue override algorithm; Queue management algorithm; and, Data filtering algorithm(s).
Generally, the traffic data is monitored by the main carriageway data filtering and ramp data filtering algorithms. The traffic data is used in the ramp metering control algorithms to determine the best traffic flow for the system to operate efficiently. This traffic flow is converted into a period of signal sequences to the motorists, in order to dissipate the intended traffic flows onto the main carriageway. The principal control algorithms used are shown in Figure 3.2 as follows: Switch on-off algorithm - turns the system on and off; 3-8
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Queue override algorithm prevents the overload of slip road queue to avoid congestion in the local road network; Queue management algorithm using proportional occupancy manages the queue on the slip road; Main carriageway algorithm using ALINEA or demand capacity controls the main carriageway occupancy / flow.
Monitor
Main CarriageWay Desired Flow
Algorithms
Release
Release
Traffic Behaviour
Figure 3.2: System Overview of the Ramp Metering System
3.2
Release Algorithm
The release algorithm sets the traffic signals appropriately to provide the required traffic flow released from the slip road. As a secondary function, the release algorithm also monitors the actual release rate. There are 10 different sets of signal times, each provides a distinct level and pattern of traffic flow from the stop line onto the main carriageway. The release algorithm also manages the transition from signals off to signals on, and vice versa, via a steady green state of a pre-defined minimum duration. Figure 3.3 below shows the release algorithm schematic.
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Signal & Loop Faults / Queue Presence & Actual (Release) Flow (ract)
3.3
Arbitration Algorithm
The arbitration algorithm manages the required slip road flow from the ramp metering, queue management, queue override and switch on-off algorithms and determines the correct slip road release flow to pass on to the release algorithm. The outputs of the ramp metering, queue management, queue override and switch on-off algorithms provide the input to the Arbitration algorithm. Each of these outputs is re-calculated at different intervals. As such, the arbitration algorithm constantly monitors all of the desired flow rates and re-calculates the correct release flow output to the release algorithm in real time. Figure 3.4 below shows the arbitration algorithm schematic. The arbitration algorithm always selects the highest desired release flow from the input algorithms and passes that value to the release algorithm. Ramp Metering Release Flow (rrm) Queue Management Release Flow (rqm) Queue Override Release Flow (rqo) Switch On-Off Release Flow (roo) (max) Release Algorithm
Arbitration Algorithm
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3.4
Arbitration Algorithm
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3.5
3.6
Desired Ramp Release from Proportional Occupancy Queue Management Algorithm (rpoqm) Desired Ramp Release from Weighted Occupancy Queue Management Algorithm (rwoqm)
(rqm)
Arbitration Algorithm
Figure 3.7: Queue Management Algorithm Schematic The proportional occupancy queue management algorithm monitors the occupancy at each set of queue detection loops to obtain the average occupancy of the slip
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road, which is used to estimate the queue length. Based on the estimated queue length, the proportional occupancy queue management algorithm sets the desired release rate to maintain the queue length at the pre-defined desired value. Figure 3.8 below shows the proportional occupancy queue management algorithm.
Desired Queue Occupancy (Odescq)
(rrm)
3.7
Desired Ramp Release from Demand Capacity Algorithm (rdc) Desired Ramp Release from ALINEA Algorithm (ral) Ramp Metering Switch
Arbitration Algorithm
Figure 3.9: Ramp Metering Algorithm Schematic The ALINEA algorithm outputs the required slip road flow value in proportion to the difference between the measured downstream occupancy and the desired downstream occupancy. If the downstream occupancy is greater than the desired 3-13
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value, ALINEA reduces the slip road flow. However, if the downstream occupancy is less than the desired value, it increases the slip road flow. Hence, the subsequent measured downstream occupancy is maintained as close as possible to the desired value. Figure 3.10 below shows the ALINEA algorithm schematic.
Downstream Desired Occupancy (Odes)
3.8
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The scheme was aimed at standardising and addressing most of the issues raised during previous ramp metering projects. Developments were made in addressing the issue of slip road traffic overflowing. The ramp signals were post-mounted downstream of the stop line on either sides of the slip road. Slip road message signs warned drivers of the ramp signals in operation. The operation was automatic. An overview of the general installation in the ramp metering project is shown in Figure 4.1 below:
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In addition a pilot project has been undertaken on the M1 in South Yorkshire linking the ramp metering to the local roundabouts using Integrated Traffic Management.
4.2
HA Areas 9 &11
There are ten sites in total in Area 9, located on the M5, M6 and M42 around Birmingham. A further single site is located in HA Area 11 at M6 J11 southbound near Crewe. The table below lists all the sites within HA area 9 &11. Sites M6 J16 Southbound (New) M6 J11 Southbound (New) M6 J10 Northbound (Upgrade) M6 J10 Southbound (Upgrade) M6 J9 Northbound (Upgrade) M6 J9 Southbound (Upgrade) M6 J7 Southbound (Upgrade) M6 J5 Southbound (Upgrade) M5 J1 Northbound (New) M5 J1 Northbound (New) M42 J3 Eastbound (New) Status Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational
4.3
HA Area 10
The Area 10 sites were the first 10 sites to be installed and calibrated, with all sites (excluding M6 J23 NB) operational and calibrated by the end of July 2006. The table below lists all the sites within HA area 10. Sites M60 J2 Clockwise M62 J19 Eastbound M62 J11 Eastbound M6 J25 Southbound Status Site Operational Site Operational Site Operational Site Operational
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Sites M6 J24 Northbound M6 J23 Northbound M6 J23 Southbound M6 J22 Northbound M6 J22 Southbound M6 J18 Northbound M56 J2 Eastbound M60 J16 Eastbound Table 4.2 - Area 10 Sites
Status Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational
4.4
HA Area 12
There are seven sites situated in HA Area 12, six sites are located on the M1 and one site on the M62. The table below lists all the sites within HA area 12. Sites M62 J25 Eastbound M1 J41 Northbound M1 J40 Northbound M1 J39 Northbound M1 J35A Southbound M1 J35 Southbound M1 J33 Southbound (AntiClockwise) Status Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational Site Operational
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5.
Further Implementation
HA Traffic Operations Directorate are currently implementing further sites throughout the HAs Motorway network. This further work is to be performed in 3 phases as follows: Phase 1: 25 sites to be installed by March 08; Phase 2: up to 45 more sites to be installed by March 09; and, Phase 3: ongoing development of the system operation to provide further benefits.
The implementation of a typical ramp metering scheme can be split into stages as detailed in Figure 9.1. Each stage can be defined individually but aspects from each will overlap and impact on the next. The sections below give a brief description of the different stages of ramp metering scheme life cycle. A more detailed description can be found in the documentation referred to in Figure 9.1.
5.1
Site Selection
This is primarily based on the traffic flows in and around each junction, with considerations being made to junction layout and topography. Detailed guidance has been prepared to help route managers assess ramp metering implementation. These criteria have been derived from experience gained with existing ramp metering schemes on the motorway network. The two main factors affecting the feasibility of a site for ramp metering are: Traffic characteristics; and, Physical characteristics.
A summary of the criteria for ramp metering installation is given in Table 5.1. The table is updated from the experiences gained from the national roll out of ramp metering.
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Parameter
Average mainline speeds in the vicinity of the merge during congestion (kph) Annual Delay at speeds below 50kph. Downstream mainline flows per lane (vph) Slip road flows per lane (vph) Slip road flow as percentage of downstream flow (%)
No Minimum Value 100 Hours average speed below 50kph Appreciable based on local knowledge 300
No Maximum Value
1,500
No Maximum Value
400
900
1,250
10
30
50
5.2
Design
Full details of system design considerations are available from the Highways Agency. The underlying principle behind any design is the operational strategy. The designer has responsibility for developing the design intent to ensure that the system components can be built and operated in a safe, efficient and cost effective manner as required by the operational strategy. It is essential to the success of a ramp metering project that the calibration team take due cognisance of the operational strategy and design intent.
5.3
Installation
The installation of the infrastructure is carried out by a designated contractor. This element includes installing all signs and signal poles, anti-skid surfacing, cabinet sites, ducting and cabling and slip road loops.
5.4
System Commissioning
The commissioning phase is completed once all infrastructure elements are completed. A default configuration file is loaded on to the system and a series of tests are undertaken to ensure that each system (hardware and software) has the intended functionality.
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5.5
Calibration
During this phase the system is finely tuned to optimise performance. This process is a careful balance between the slip road and main carriageway activity. From the operational strategy generated during the design phase, values for the numerous parameters are derived to give an initial setup. This initial setup is then finely tuned whilst the system is live and metering traffic. At the end of this phase the system will be fully operational. Unsuitable calibration parameters can easily cause additional and unnecessary delays to the mainline and / or the slip road and local road network.
5.6
5.7
Evaluation
The detailed setup at each site should be evaluated to ensure it is giving the optimum performance. Continuous evaluation and re-calibration may be required if the traffic flows around the area of a particular junction change. This could be due to a HA scheme in the vicinity of the junction or increased traffic on the slip road due to changes in the local area or road network. Economic benefit calculations for a proposed ramp metering scheme should be based on delay reductions of between five and ten percent depending on how well the site traffic conditions meet the requirements for ramp metering installation.
5.8
Economic Benefits
The economic case for ramp metering was based upon an assumed 5% reduction in vehicle hours delay on the mainline carriageway during peak operational periods. This reduction in delay equates to an approximate five second saving per vehicle on the mainline over a typical two hour peak period. This was considered to be a conservative estimate of the overall benefits of ramp metering and resulted in an average first year rate of return of 7%.
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6.
6.1
The focus of the operational evaluation method is based on calculations of journey times, journey speeds, and traffic flow before and after installation of ramp metering. The main source of collecting data for evaluation is through MIDAS loops, typically spaced at 500m intervals along the mainline carriageway (MIDAS stands for Motorway Incident Detection and Automated Signalling; more information regarding this can be found on the Highways Agency website).
6.2
Data Collection
The evaluation period for each ramp metering site was based on a 20 day sample of both OFF and ON data free of untypical events and weather. Typically, OFF data was collected prior to the installation and calibration of the ramp metering system, with the ON data collected once the site was fully calibrated and operational. The 20 days of data were then averaged to produce an average journey time, traffic flow and speed over the evaluation period. The data collected has been extensively checked and filtered to ensure that as far as reasonably possible, the evaluation is based upon a true and fair comparison of traffic conditions in the OFF and ON data sets. The process that has been used to obtain the evaluation data is as follows: Acquire MIDAS Traffic Data; Examine the data to identify and exclude abnormalities such as missing data; Identify and exclude days with incidents using visual inspection of Motorway Traffic Viewer (MTV) plots and Regional Control Centre (RCC) Incident data logs; Classify and exclude days according to rainfall data obtained from HA weather monitoring sites in each area; Identify the typical operational periods for each site from the RM system log files; Calculate journey times using MIDAS data and MTV software; and, Analyse MIDAS traffic data for ON and OFF periods in order to derive spot speeds, traffic flow throughput, speed flow-curves at key upstream and downstream locations for each site.
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6.3
Evaluation Findings
The overall increase in peak period traffic flows observed on the mainline after the installation of ramp metering varies by site with individual increases in traffic flow ranging from 1 8%. Despite the increases in traffic flow the implementation of ramp metering has resulted in downstream traffic speed increasing by between 3.5% and 35%. In many cases, ramp metering operation has led to a delay in the onset of flow breakdown and/ or earlier recovery from flow breakdown conditions. The large variation in the encountered benefits can be explained by the range of different road and traffic conditions existing at the junctions (e.g. downstream traffic disruptions, weaving for approaching downstream junction etc.). A full evaluation is available from the Highways Agency describing the benefits and conditions encountered in detail. Overall journey time savings on the mainline during peak periods of up to 40% have been reported, with an average journey time saving for mainline traffic of 13% across all sites evaluated. The average on-slip delay per vehicle with ramp metering operational ranged from 15s to 78s, however the sites with the highest delay on the slip road in general also delivered the highest benefit on the mainline. The initial economic assessment of ramp metering was undertaken on the basis of an assumed 5% reduction in delay for mainline traffic, which resulted in a 7% First Year Rate of Return (FYRR) averaged across all thirty sites. The revised economic assessment, which has been based upon the observed mainline journey time savings, together with the calculated slip road delays, indicates that ramp metering yields significantly higher returns than those assumed in the initial evaluation, with FYRR ranging from 7% through to 98%, with an average FYRR for those sites evaluated of 48%. The observed FYRRs are much higher than those derived in the initial economic assessment due to the fact that the actual journey time savings, as a result of implementing ramp metering, are much higher than those assumed in the initial appraisal. The operational assessment of ramp metering has indicated that the system has resulted in significant benefits to the travelling public on the mainline of the motorway in terms of journey time savings, increased speeds, increased traffic flows and more stable conditions. In addition the system results in economic benefits with significant returns in its first year of operation. Operationally, ramp metering has proved to be a great success.
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7.
7.1
7.2
Once the review was completed recommendations were made for a phased approach to implementation of the identified changes. Details of the proposed changes and the recommendations can be found in Ramp Metering Algorithm Refinements - Final Report (reference 5047204_06_05)._.
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Automatic calibration of signal timings; Accurate calculation of vehicles released per cycle; Automatic calibration of some Queue Management (QM) and Queue Override (QO) parameters; and, Implementation of rules of thumb in software.
7.4
7.5
7.6
Implementation of Enhancements
The recommendations for implementation categorised the changes into short, medium and long term. The recommendations for short term changes were as follows: Improved data logging; and, Automatic detection of lane closures and contra-flow.
The recommendations for medium term changes were as follows: Addition of Adaptive ALINEA algorithm for main carriageway control; Automatic calibration of signal timings; Accurate calculation of vehicles released per cycle; Automatic calibration of some QM and QO parameters; Implementation in software of rules of thumb; Linked sites algorithm; 7-24
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The recommendations for long term changes were as follows: Automatic data collection & analysis in design stage; Automatic data collection & analysis for evaluation; Motorway-to-motorway queue-balancing algorithm; ALINEA cascaded with DC (ACDC); Junction Active Management (JAM); Algorithms relating to link with Controlled Motorways and ATM systems; Dual stop lines; and, Use of alternative sensors.
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8. Conclusions
The ramp metering pilot was successfully completed in 2005. Following the success of the pilot project, ramp metering has been successfully deployed at 30 sites on the Highways Agency Network. It is envisaged that ramp metering will be deployed more widely in the coming period. Guidance information on site selection has been produced. A plan for continuous development of ramp metering has been produced and is currently being implemented (Ramp Metering Implementation Project).
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9. References
The following diagram shows the current Highways Agency documentation detailing the various stages of ramp metering scheme as detailed in section 5.
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9.1
Further Reading
European Ramp Metering Project, EURAMP website at www.euramp.org Higginson R, McCabe K, Rayman N. Highways Agency Ramp Metering Pilot Project - Smart Moves Birmingham 2006 Hayden J, Higginson R, Kosmatopoulos E, McCabe K, Papageorgiou M, Rayman N. Real time estimation of the critical occupancy for maximum motorway throughput. In Transport Research Record: Journal of Transportation Research Board No 1959 TRB, National Research Council Washington DC 2006 pp 65-76. Hayden J, Higginson R, Kotsialos A, McCabe K, Papageorgiou M, Rayman N Discrete release rate impact on ramp metering performance IET ITS Journal 2006. Papageorgiou M, Hadj-Salem H and Middelham F. ALINEA Local Ramp Metering Strategy Summary of Field Results Paper No 970032 Transportation Research Record 1603.
Gould C, Hermans F, MacDonald M, McCabe K, Papageorgiou M, Rayman N, Schofield M, Sultan B. Ramp metering in a UK Context RTIC 2004. GouldC, Munro P and Hardman E (2002), M3/M27 ramp Metering pilot Schemeimplementation And Assessment , RTIC March 2002. Taale H and Middelham F (2000) Experiences in the Netherlands Paper for the 10th International Conference on Road Transport Information and Control, IEE, London, April 2000 Conference Publication No. 472 IEE 2000.
Gould C, Mackinnnon M,Munro P and Chappell P (2000), M3/M27 Ramp Metering Pilot Scheme- Inception and design, RTIC March 2000. Owens D and Schofield M J(1990), Motorway access control: implementation and assessment of Britains first ramp metering scheme, Transport Research Laboratory Project Report 252, TRL Crowthorne,1990.
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Ramp Metering
Summary Report
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