Due to the ever-growing traffic demand, urban areas all over the world are facing serious congestion problems. To mitigate the negative impacts of congestion, for many years more roads were built and traffic management measures locally implemented. Regardless all the extra asphalt and local control solutions, nowadays demands are often still exceeding the network capacity at more and more locations within a network. Which led us to the following situation: by solving one bottleneck, others might be easily activated elsewhere. The current focus of traffic management has therefore been put on realizing collaboration between traffic management measures that deal with traffic problems from a network perspective. However, in the operational field of traffic management there are more objectives to satisfy than just improving the overall network performance. This is related to the many different stakeholders involved in the process of formulating a vision upon the functional use of a road network, as well as our spirit of the times that emphasizes the value of the livability of our environment. Therefore, when planning for the improvement of network performance, it is increasingly important to take note of the many different stakeholder interests. With the stakeholders agreeing on a common vision, systems are needed that are able to operationalize the vision based on realtime conditions at the involved freeways and urban roads.@en

Ramp metering is an effective means to reduce freeway bottleneck delay that results from the capacity drop phenomenon when congestion sets in. The bottleneck flow is kept at free-flow capacity by temporarily storing vehicles traveling toward the bottleneck at the ramp. The metering duration is normally limited because of the finite amount of ramp storage space available to prevent undesired spill back to the urban network. A beneficial extension of the metering duration might be achieved by strategically choosing upstream intersection arms that reduce their inflow to the ramp. For that purpose, coordination needs to be realized between the ramp meter and its intersection controllers located upstream, which will also hinder vehicles not traveling toward the ramp. In this contribution, an evaluation approach is put forward to decide objectively which intersection buffers (arms) should be included in the coordination. To quantify the resulting delays in the system, cumulative inflow and outflow curves are developed as a function of the involved situation-specific variables. This approach enables one to determine the optimal set of coordinated buffers beforehand and to gain insight into the effect of the various system variables on the delays. By means of worked examples, these effects are illustrated, and the way to determine the optimal set of coordinated buffers is shown. Results show that the length of the peak period and the size of the capacity drop strongly determine the coordination benefits, and, hence, a buffer's minimum required fraction of traffic traveling past the bottleneck needed to result in beneficial coordination.@en