With the steadily increasing road traffic demand, congestion on freeways has become a major problem. With the development of communication technology and automated vehicles, there are more opportunities for DTMs to be studied extensively at the coordination level and cooperation level. In the existing literature, the coordination of RM (ramp metering) + VSL (variable speed limit) + RG(route guidance) has rarely been studied. Besides, some coordination studies have limited discussion on the interaction between DTMs in non-coordinated cases. Based on these research gaps, the research question of this thesis is: What is the impact of coordinating RM, VSL and RG on a road structure where they have potential counter-effects on each other when following local objectives?

This research aims to explore the network performance on the non-coordination cases and coordinated cases. The simulation is built in SUMO, while the DTM control measures are implemented via the Traffic Control Interface (TraCI). In the coordination, all controller parameters (metered flows, speed limits, and split rate) work together to improve traffic in this two-bottleneck system. The coordination strategy has a model predictive control structure. The cell transmission model (CTM) is used as the prediction model. In this case, all
the effects of considered DTM measures can be integrated into the expression of the inflow to the first cell on the basis of certain assumptions. Considering that there are 5 control variables, genetic algorithm (GA) is used for the optimisation process in the MPC control. The objective is maximising the total outflow after bottlenecks on two routes.

The conclusion of the research is that there is benefit for applying DTM coordination on such a road structure with two parallel freeways. However, the improvement caused by a predictive RG is the major part of the benefit. This is because that the simulation cannot capture the capacity drop phenomenon. The simulation results indicate that a predictive RG is more effective compared to coordinated control. It also leads to the best travel time equity among routes than the coordinated control. Based on the findings, it is more prior for this kind of road structure to improve the in-vehicle RG on this road structure than to apply coordinated control.