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Traffic management

Traffic management refers to the systematic process of directing and controlling the movement of vehicles, pedestrians, cyclists, and other road users within transportation networks to achieve safe, efficient, and sustainable mobility.^[1] This involves regulating traffic flow to prevent conflicts, minimize delays, and optimize the use of roadway capacity, applicable to urban streets, highways, intersections, and special events.^[1]^[2] At its core, traffic management relies on a combination of physical infrastructure and operational strategies, including traffic signals, signs, pavement markings, and surveillance technologies such as closed-circuit television (CCTV) and vehicle detectors.^[3] These components enable real-time monitoring of traffic conditions and the implementation of controls like ramp metering, changeable message signs, and lane management to address recurrent and non-recurrent congestion.^[4]^[3] Intelligent transportation systems (ITS) further enhance these efforts by integrating sensors, data analytics, and communication networks to dynamically adjust operations, such as adapting signal timings or providing queue warnings.^[5]^[6] The primary objectives of traffic management are to improve safety by reducing collision risks, enhance mobility through better flow and reduced travel times, and support environmental goals by lowering emissions and fuel consumption.^[1]^[4] Active traffic management (ATM) strategies, such as dynamic speed limits, part-time shoulder use, and transit signal priority, represent modern advancements that respond to prevailing conditions for more resilient networks.^[4] In urban settings, transportation management centers (TMCs) serve as hubs for coordinating these elements, often involving inter-agency collaboration to manage incidents and integrate corridor-wide responses.^[7]^[8]

Overview

Definition and scope

Traffic management is the process of planning, regulating, and optimizing the movement of vehicles, pedestrians, and cyclists on road networks to ensure safety, efficiency, and minimal environmental impact.^[9] It encompasses a range of measures designed to organize, guide, and control both stationary and moving traffic users, including the integration of infrastructure, signals, and behavioral guidelines to facilitate orderly flow.^[9] This discipline draws from transportation engineering principles to address the complex interactions among diverse road users while preserving overall system capacity.^[1] The primary objectives of traffic management include reducing congestion through balanced demand and capacity utilization, enhancing road safety by minimizing conflicts and hazards, minimizing emissions and noise pollution to support environmental sustainability, and improving accessibility for all users, including vulnerable groups like pedestrians and cyclists.^[10]^[11] These goals are achieved by prioritizing efficient resource use and equitable access, ensuring that transportation systems support broader societal needs without compromising performance.^[4] The scope of traffic management is primarily confined to vehicular, pedestrian, and cyclist traffic on public roadways and urban streets, focusing on external mobility rather than internal logistics within private facilities or specialized domains like air and rail transport.^[12] It excludes site-specific industrial flows or intermodal specifics beyond road interfaces, emphasizing instead the holistic operation of open road networks.^[9] A key distinction in traffic management lies between strategic and operational approaches: strategic management involves long-term planning, such as infrastructure design and policy development to shape future capacity and demand patterns, while operational management entails real-time control measures, like signal adjustments and incident response, to address immediate conditions.^[10] This duality allows for proactive system optimization alongside reactive adaptations, evolving from traditional methods to incorporate advanced monitoring techniques.^[4]

Historical development

The origins of modern traffic management trace back to the early 20th century, as rapid urbanization and the rise of automobiles necessitated organized control measures. On August 5, 1914, the world's first electric traffic signal was installed at the intersection of Euclid Avenue and East 105th Street in Cleveland, Ohio, by the American Traffic Signal Company, marking a pivotal shift from manual policing to automated signaling.^[13] This innovation, featuring semaphore-style arms with red and green lights, was designed to reduce collisions at busy junctions and was soon adopted in other U.S. cities. The following year, in 1915, Detroit police erected the first known stop sign—a simple 2-by-2-foot white square with black "STOP" lettering—at the corner of Grand Boulevard and Woodward Avenue, addressing the growing hazards of uncontrolled intersections in the automobile capital.^[14] In the mid-20th century, traffic management expanded through infrastructure development and professional standardization, particularly in the post-World War II era. The Institute of Transportation Engineers (ITE), founded in 1930 as a professional society for traffic engineers, played a key role in establishing uniform standards for signal design, signage, and road layouts, influencing practices worldwide.^[15] A landmark advancement came with the U.S. Federal-Aid Highway Act of 1956, signed by President Dwight D. Eisenhower on June 29, which authorized the construction of the Interstate Highway System—a 41,000-mile network of limited-access roads aimed at enhancing mobility and commerce while incorporating traffic flow principles that had begun emerging in the 1930s.^[16] These highways integrated early concepts of capacity planning and speed regulation, setting precedents for large-scale traffic control. The late 20th century saw the transition to computer-aided systems, enabling more responsive and data-driven management. In 1976, Australia introduced the Sydney Coordinated Adaptive Traffic System (SCATS), developed by the New South Wales Roads and Traffic Authority, which used centralized computers to dynamically adjust signal timings based on real-time detector data across urban networks.^[17] By the 1990s, the integration of Global Positioning System (GPS) technology revolutionized traffic monitoring, with early applications in fleet telematics and probe vehicle data collection allowing authorities to track congestion patterns and optimize routing in real time.^[18] Entering the 21st century, adaptive signal control gained widespread adoption after 2000, building on prior computerized foundations to further minimize delays through algorithms that respond to fluctuating demand. This shift was notably accelerated by high-profile implementations, such as the traffic optimizations for the 2008 Beijing Olympics, where authorities enforced vehicle rationing and enhanced signal coordination to halve urban traffic volumes and support the influx of over 4 million visitors.^[19] In the 2010s, traffic management evolved with the incorporation of artificial intelligence (AI) and machine learning for predictive analytics, enabling systems to forecast congestion and optimize flows proactively. Connected vehicle technologies, including vehicle-to-infrastructure (V2I) and vehicle-to-vehicle (V2V) communications, emerged through pilot programs in the United States and Europe, enhancing real-time data sharing for safer and more efficient operations. The COVID-19 pandemic from 2020 to 2022 accelerated innovations in remote traffic monitoring and flexible capacity management to adapt to sharply reduced and variable volumes. As of 2025, AI-driven incident detection and adaptive systems are standard in many urban areas, supporting the integration of autonomous vehicles into broader networks.^[20]^[21]

Core principles

Traffic flow fundamentals

Traffic flow fundamentals describe the basic relationships between vehicles' speed, density, and flow rate on roadways, providing the theoretical basis for understanding how traffic behaves under different conditions. These concepts treat traffic as a dynamic system influenced by driver interactions and road constraints, enabling predictions of congestion onset and propagation. The core relationships are often visualized through the fundamental diagram, which plots flow against density or speed, revealing how traffic transitions from efficient movement to breakdowns.^[22] A foundational model is Greenshields' linear speed-density relationship, proposed in 1935, which assumes a constant decrease in average speed as vehicle density increases until reaching jam conditions. The model is expressed as v = v_f \left(1 - \frac{k}{k_j}\right), where v is the average speed, v_f is the free-flow speed, k is the vehicle density (vehicles per unit length), and k_j is the jam density.^[23] Traffic flow q is then derived as the product of density and speed, q = k \cdot v, leading to a parabolic flow-density curve in the fundamental diagram with maximum capacity occurring at half the jam density.^[23] Beyond capacity, small perturbations can cause flow instability, where speed drops sharply and queues form, marking the breakdown point.^[22] Traffic exhibits distinct flow regimes based on density levels: free-flow, where vehicles move independently at near-free-flow speeds with low density; synchronized flow, characterized by moderate density and reduced speed variability as vehicles adjust to upstream conditions; and unstable (stop-and-go) flow, where high density leads to oscillations in speed and propagating waves of congestion. These regimes arise from phase transitions, with synchronized flow emerging as an intermediate state before full jams, as observed in empirical data from bottlenecks. Approaches to modeling traffic flow are categorized as microscopic or macroscopic. Microscopic models simulate individual vehicle behaviors, such as car-following dynamics where each driver responds to the vehicle ahead based on relative speed and distance, capturing emergent phenomena like platooning.^[24] In contrast, macroscopic models aggregate vehicles into fluid-like streams, using continuum equations to describe average flow, density, and speed evolution over space and time, akin to hydrodynamic principles.^[24] Mesoscopic models offer a hybrid approach, treating vehicles in groups to balance detail and computational efficiency for regional simulations.^[25] This distinction allows microscopic methods to detail heterogeneity among drivers while macroscopic ones provide efficient overviews for large-scale analysis.^[25]

Capacity and demand management

Capacity and demand management in traffic engineering involves evaluating the maximum throughput of transportation infrastructure against projected usage to maintain efficient operations and prevent congestion. This approach balances supply, which refers to the infrastructure's ability to handle vehicles under ideal conditions, with demand, which encompasses the volume of traffic seeking to use the system. By aligning these elements, planners can implement strategies to optimize flow, reduce delays, and enhance overall system reliability. A key tool for assessing capacity is the Highway Capacity Manual, 7th Edition (2022), published by the Transportation Research Board, which defines levels of service (LOS) on a scale from A to F to quantify operational conditions based on factors like density, speed, and delay. LOS A represents free-flow conditions with low density (typically 0-11 passenger cars per mile per lane for basic freeway segments at 70 mph free-flow speed), minimal restriction on speed, and negligible delays. In contrast, LOS F indicates breakdown with high density (>45 pc/mi/ln), stop-and-go conditions, and severe delays. Intermediate levels, such as LOS C (stable flow with speeds at or near free-flow and moderate delays), guide planners in determining when capacity enhancements are needed to avoid degradation below acceptable thresholds like LOS D or E. Demand forecasting techniques estimate future traffic volumes to inform capacity planning, incorporating variables like population growth, economic trends, and land-use changes. Peak-hour factors (PHF) adjust for variability within the peak hour using the formula PHF = V / (4 × v_{15-peak}), where V is the peak-hour volume and v_{15-peak} is the maximum 15-minute volume within that hour; values closer to 1.0 indicate more uniform distribution, while lower values (e.g., PHF = 0.90) signal burstier demand. Growth rate models project long-term trends, often using exponential functions such as D_t = D_0 e^{rt}, where D_t is demand at time t, D_0 is initial demand, r is the growth rate, and e is the base of the natural logarithm; this captures accelerating increases in urban areas with rapid development. These methods, calibrated with historical data from automatic traffic recorders, help predict scenarios where demand exceeds capacity, such as during morning commutes.^[26]^[27]^[28] Supply-side measures focus on expanding or reconfiguring infrastructure to boost capacity without altering demand patterns. Adding lanes increases throughput by distributing vehicles across more space, potentially raising basic freeway capacity from approximately 2,400 passenger cars per hour per lane (pc/h/ln) under ideal conditions (for free-flow speeds of 70 mph or higher). Reversible lanes, which dynamically allocate direction based on peak flows (e.g., using overhead signals to reverse one or more lanes during rush hours), can effectively double capacity in the dominant direction on congested corridors like urban freeways. These interventions are evaluated using HCM methodologies to ensure they achieve desired LOS improvements while minimizing construction costs and disruptions.^[29] Bottleneck analysis identifies locations where capacity drops below upstream levels, often at merges, lane drops, or intersections, leading to queues that propagate delays. Merges and lane drops often act as bottlenecks due to weaving, acceleration conflicts, and geometric constraints. Quantification involves measuring density and volume-to-capacity ratios via field data or simulation, as detailed in HCM procedures for merge and diverge areas. Strategies like ramp metering or auxiliary lanes mitigate these effects, restoring flow to near-ideal levels and preventing breakdowns.^[30]^[31]^[32]

Traditional techniques

Traffic control devices

Traffic control devices encompass a range of physical and regulatory elements designed to direct, regulate, and ensure the safe movement of vehicles, pedestrians, and cyclists on roadways. These devices include traffic signals, signs, pavement markings, and barriers, which operate at the operational level to enforce rules and provide guidance. In the United States, the Manual on Uniform Traffic Control Devices (MUTCD), first published in 1935 by the Federal Highway Administration (FHWA) and most recently updated as the 11th edition in December 2023, establishes national standards for their design, installation, and maintenance to promote uniformity and safety.^[33]^[34] Traffic signals are among the primary devices for managing intersections and controlling flow. Fixed-time signals operate on predetermined cycles, allocating specific intervals to each phase regardless of real-time demand, which is common in high-density urban areas for predictable operation.^[35] Actuated signals, in contrast, use detectors such as inductive loops or video sensors embedded in the roadway to detect vehicle presence and adjust timing dynamically, extending green phases for approaching traffic and minimizing delays on major routes.^[35] Pedestrian-activated signals incorporate pushbuttons that allow individuals to request a walk phase, integrating accessible features like audible tones and vibrating surfaces as specified in the MUTCD to accommodate diverse users.^[36] Placement of these signals is informed by traffic flow principles to optimize capacity without causing undue congestion. Regulatory signs impose legal obligations, such as speed limits or no-entry directives, while warning signs alert drivers to potential hazards like sharp curves, and guide signs provide directional information, including lane arrows for merging or exiting.^[37] All signs must meet FHWA retroreflectivity standards, which require minimum levels of light reflection—typically using prismatic sheeting—to ensure visibility at night from distances of 500 feet or more, thereby reducing recognition times and crash risks.^[38] Pavement markings delineate travel paths and enhance safety by visually separating lanes and guiding users. Centerline markings, often yellow for undivided roads, indicate the boundary between opposing traffic flows, with solid lines prohibiting crossing and broken lines permitting it under safe conditions.^[39] Crosswalks, marked with solid white lines typically 12 to 24 inches wide, designate pedestrian crossing areas at intersections or midblock locations, promoting yielding by vehicles.^[39] Physical barriers, such as bollards—short, sturdy posts installed along curbs or medians—provide separation between vehicular and pedestrian spaces, preventing unauthorized vehicle access while allowing foot traffic, as recommended in FHWA guidelines for low-speed environments.^[40] Integration of enforcement technologies with control devices enhances compliance. Speed cameras automatically detect and ticket vehicles exceeding posted limits, while red-light cameras capture violations at signalized intersections by photographing license plates when vehicles enter during red phases. Studies indicate these systems reduce violations by 20-30% on average; for instance, an FHWA evaluation found red-light running decreased by up to 60% at equipped sites, with broader analyses confirming 21% reductions in fatal crashes associated with such violations.^[41]^[42]

Road infrastructure design

Road infrastructure design encompasses the geometric and structural elements of roadways engineered to promote safe and efficient vehicular movement. These designs adhere to established standards that balance speed, volume, and safety, primarily guided by the American Association of State Highway and Transportation Officials (AASHTO). Key considerations include lane configurations, horizontal alignments, and supportive features to accommodate diverse traffic conditions.^[43] Geometric standards for lane widths on highways typically range from 10 to 12 feet, with 12 feet recommended for freeways and high-speed rural roads to enhance vehicle stability and reduce crash risks. For urban arterials, narrower lanes of 10 to 11 feet may suffice where space is constrained, though wider dimensions improve operations for larger vehicles. Horizontal curve design incorporates superelevation to counteract centrifugal forces, calculated using the [formula e](/page/Formula_E) + f = \frac{V^2}{15R}, where e is the superelevation rate (in decimal form), f is the side friction factor (typically 0.10 to 0.16 depending on speed), V is the design speed in miles per hour, and R is the curve radius in feet; this ensures adequate curve radii, often exceeding 1,000 feet for speeds above 50 mph, to maintain driver comfort and safety.^[43]^[44] Intersection designs prioritize minimizing conflicts and optimizing flow, with at-grade configurations like roundabouts offering advantages over traditional signalized setups for moderate volumes. Roundabouts, featuring a central island and yield-controlled entries, can accommodate up to 1,200 vehicles per hour per approach in single-lane designs, surpassing the typical 900 vehicles per hour capacity of signalized intersections under similar conditions, due to continuous flow without full stops. Grade-separated intersections, such as interchanges with ramps and overpasses, are employed for high-volume corridors to eliminate crossing conflicts entirely, though they require more land and construction resources.^[45]^[45] Auxiliary features enhance roadway functionality by providing space for emergencies, merging maneuvers, and separation of traffic streams. Shoulders, typically 8 to 10 feet wide on freeways (with 10 feet preferred on the right for breakdown access), allow vehicles to pull off during incidents and support maintenance activities. Medians, ranging from 4 feet (for mountable barriers) to 20 feet or more (for depressed sections), physically divide opposing lanes to reduce head-on collisions and enable left-turn storage. Acceleration and deceleration lanes, often 300 to 600 feet long based on design speed, facilitate safe entry and exit from high-speed facilities like ramps, minimizing disruptions to mainline traffic.^[43]^[46]^[47] Accessibility elements are integrated into road designs to ensure equitable use for pedestrians with disabilities, as mandated by the Americans with Disabilities Act (ADA) Standards originally established in 1990 and revised in 2010. Curb cuts, or ramps at street crossings, must feature a maximum slope of 1:12 (8.33%) and a clear width of at least 36 inches to accommodate wheelchairs, with flared sides up to 1:10 for transitions. Bike lanes, when incorporated adjacent to roadways, maintain a minimum paved width of 4 to 5 feet to support accessible shared use paths, blending seamlessly with curb ramps for multimodal connectivity. These features not only comply with federal requirements but also contribute to overall traffic management by promoting inclusive infrastructure.^[48]^[49]^[50]

Advanced technologies

Intelligent transportation systems

Intelligent transportation systems (ITS) integrate advanced technologies to monitor, manage, and control traffic in real time, enhancing efficiency, safety, and mobility through automated data collection and response mechanisms. These systems rely on sensors, communication networks, and control algorithms to detect traffic conditions and adjust infrastructure dynamically, reducing congestion and improving flow without relying solely on fixed infrastructure. Core to ITS is the use of vehicle detection technologies, such as inductive loop detectors embedded in roadways, which measure changes in magnetic fields caused by passing vehicles to count volume, speed, and occupancy.^[51] Video image processors, employing cameras to analyze visual data via computer vision algorithms, provide similar detection capabilities while offering advantages in non-intrusive installation and coverage of multiple lanes.^[52] Vehicle-to-infrastructure (V2I) communication enables seamless data exchange between vehicles and roadside units, utilizing standards like Dedicated Short-Range Communications (DSRC) for low-latency, short-range transmissions in safety-critical applications.^[53] Post-2020 deployments have increasingly adopted Cellular V2X (C-V2X), which leverages cellular networks for broader coverage and integration with 5G infrastructure, supporting both direct vehicle-to-infrastructure links and network-assisted modes; as of 2025, this includes the US Department of Transportation's national V2X deployment plan emphasizing enhanced traffic safety and efficiency.^[54]^[55] Adaptive signal control within ITS employs algorithms that dynamically adjust traffic signal timings based on real-time demand, optimizing progression along corridors to minimize delays. The Optimized Policies for Adaptive Control (OPAC) algorithm, developed in the late 1980s, operates at individual intersections by evaluating short-term traffic predictions—typically over 60-second horizons—and selecting signal phases that maximize throughput while constraining cycle lengths to maintain coordination.^[56] OPAC uses inductive loop or camera data to forecast arrivals and adjust green splits, offsets, and phases in real time, achieving up to 20-30% reductions in delay compared to fixed-time systems in field tests.^[57] This approach contrasts with static timing plans by responding to fluctuations in demand, such as peak-hour surges or incidents, thereby enhancing overall network performance without requiring extensive hardware upgrades.^[58] Traffic management centers (TMCs) serve as centralized operations hubs in ITS architectures, aggregating data from distributed sensors and deploying responses to incidents like accidents or breakdowns. These centers utilize supervisory control and data acquisition (SCADA)-like systems to monitor field devices, including signals and cameras, and coordinate multi-agency responses such as lane closures or rerouting.^[59] TMCs employ integrated software platforms to visualize traffic states on large-scale video walls and issue automated alerts, enabling rapid incident detection and verification through closed-circuit television feeds.^[51] For example, in incident response, operators can activate dynamic message signs or adjust signals remotely, reducing clearance times by integrating real-time video analytics with dispatch protocols.^[60] A prominent ITS implementation is Singapore's Electronic Road Pricing (ERP) system, introduced in 1998, which uses gantry-mounted sensors and in-vehicle units to enforce dynamic tolling based on congestion levels. ERP adjusts rates in real time—ranging from S$0.50 to up to S$6 (as of November 2025) per passage—via radio-frequency identification, targeting peak periods to suppress demand and maintain speeds above 45 km/h on expressways.^[61]^[62] This cordon-based approach has reduced central area traffic by about 13% since inception, demonstrating how V2I-enabled tolling integrates with adaptive controls to balance economic access and mobility.^[63]

Data analytics and modeling

Data analytics and modeling in traffic management involve the use of computational techniques to simulate, predict, and optimize traffic flows, enabling planners to forecast congestion, test interventions, and enhance system efficiency. These methods rely on integrating vast datasets from vehicles, infrastructure, and user behaviors to create virtual representations of road networks, allowing for scenario analysis without real-world disruptions. By leveraging algorithms and software, analysts can identify patterns, mitigate risks, and support decision-making in dynamic urban environments. Simulation software plays a central role in microscopic modeling, which examines individual vehicle movements and interactions at a granular level. VISSIM, developed by PTV Group, simulates traffic dynamics by modeling driver behaviors, lane changes, and intersections with high fidelity, incorporating agent-based approaches where each vehicle acts autonomously based on predefined rules and real-time inputs. Similarly, SUMO (Simulation of Urban MObility), an open-source tool maintained by the German Aerospace Center, supports microscopic simulations of multimodal traffic, including pedestrian and public transport interactions, through agent-based modeling that replicates realistic behaviors like acceleration and route choice. These tools are widely used for evaluating infrastructure changes, such as roundabout designs or toll implementations, by running thousands of iterations to assess outcomes under varying conditions. Big data applications enhance traffic management through machine learning techniques for anomaly detection, processing real-time streams to identify unusual events like accidents or bottlenecks. Neural networks, in particular, have demonstrated effectiveness in predicting traffic incidents; for instance, convolutional neural networks applied to sensor and video data can achieve up to 94% accuracy in forecasting disruptions by learning spatiotemporal patterns from historical logs (as of 2025).^[64] This approach allows for proactive responses, such as rerouting traffic, by flagging anomalies minutes in advance and integrating with broader predictive systems to minimize delays. Predictive modeling often follows the classical four-step process to estimate future traffic volumes and distributions across networks. This framework begins with trip generation, estimating the number of trips produced and attracted by zones based on land use and demographics; proceeds to trip distribution, pairing origins and destinations using gravity models; incorporates mode choice, determining preferences for car, transit, or walking via logit models; and concludes with traffic assignment, allocating trips to routes based on equilibrium principles like user costs. Tools like TransCAD, developed by Caliper Corporation, implement this process within a geographic information system environment, enabling visualization and calibration with empirical data for regional planning. AI integration, particularly reinforcement learning (RL), optimizes traffic signal timings by treating intersections as agents that learn optimal policies through trial and error in simulated environments. In the Google Green Light project launched in 2020, RL algorithms were deployed across more than 1,000 intersections in 12 U.S. cities, potentially reducing vehicle stops by up to 30% and greenhouse gas emissions by 10% at intersections by dynamically adjusting lights based on detected traffic states from sensor data.^[65] This method outperforms traditional fixed-time controls by adapting to fluctuating demands, with the project's success attributed to its scalable, model-free RL framework that rewards minimized delays.

Applications and implementation

Urban environments

Urban environments present unique challenges for traffic management due to high population densities, diverse transportation modes, and limited space, necessitating strategies that balance efficiency, equity, and safety for vehicles, pedestrians, cyclists, and public transit users. Effective approaches in cities focus on reducing vehicular dominance through economic incentives, infrastructure enhancements, and behavioral interventions to foster smoother multimodal flows and minimize disruptions. These methods aim to alleviate bottlenecks at intersections and corridors while promoting sustainable mobility patterns. Congestion pricing schemes have emerged as a key tool in urban traffic management, charging drivers for entering high-traffic zones during peak hours to discourage unnecessary trips and generate revenue for transit improvements. In London, the Congestion Charge, implemented in 2003, imposed a daily fee on vehicles entering the central area, resulting in an 18% reduction in traffic volume and a 30% decrease in congestion levels during its first year. Similarly, Stockholm's congestion pricing trial in 2006, which later became permanent, reduced traffic across the city cordon by approximately 20%, leading to shorter travel times and increased public transit usage. These schemes demonstrate how dynamic pricing can effectively curb peak-hour demand without requiring extensive physical infrastructure changes. Multimodal integration enhances urban traffic management by prioritizing seamless connections between buses, bikes, and other modes, reducing reliance on private cars and optimizing network capacity. Bus rapid transit (BRT) lanes, which dedicate roadway space to high-capacity buses with signal priority, facilitate faster and more reliable public transport, integrating with walking and cycling paths to boost overall system efficiency in dense areas. Complementing this, bike-sharing systems like Paris's Vélib', launched in July 2007 with approximately 14,500 bicycles at 1,400 stations and expanding to over 20,000 bicycles by the end of the year,^[66] encourage short urban trips and intermodal journeys, with users exhibiting higher multimodality compared to non-users. Such initiatives have expanded cycling rates and alleviated pressure on roads by promoting flexible, low-emission alternatives. Pedestrian prioritization in urban settings involves traffic calming measures and shared spaces to slow vehicles and reclaim streets for non-motorized users, thereby enhancing safety and livability. Shared spaces eliminate traditional curbs and signals, fostering cautious driving through environmental cues, while physical devices like speed humps compel vehicles to reduce speeds to 10-20 mph, significantly lowering collision risks in residential and commercial zones. These interventions, often combined with widened sidewalks and crosswalks, create environments where pedestrians and cyclists feel safer, indirectly supporting traffic flow by diverting short trips from cars. A prominent case study is New York City's Vision Zero initiative, launched in 2014, which integrates traffic management with safety goals through engineering upgrades, enforcement, and education to eliminate traffic fatalities. The program reduced citywide speed limits from 30 to 25 mph, added protected bike lanes, and installed automated cameras at high-risk intersections, resulting in a 21% drop in pedestrian deaths compared to the 2011-2013 average in its first year. As of 2024, overall traffic deaths have declined by more than 12% since 2013, with pedestrian deaths decreasing by 45%, though fatalities saw a slight uptick in 2023-2024.^[67] By embedding data-driven traffic adjustments into a holistic safety framework, Vision Zero exemplifies how urban strategies can achieve measurable reductions in injuries while accommodating growing transit demands.

Highway and rural settings

In highway and rural settings, traffic management emphasizes maintaining high-speed flows on intercity freeways and addressing sparse, low-density traffic on rural roads, where lower volumes contrast with longer distances and environmental challenges. These approaches prioritize efficiency, safety, and minimal disruption over the dense, multimodal coordination required in urban areas. Freeway management techniques, such as ramp metering and high-occupancy vehicle (HOV) lanes, help regulate entry and encourage carpooling to optimize capacity without extensive infrastructure changes.^[68] Ramp metering involves traffic signals at freeway on-ramps that control the rate of vehicles entering the mainline to prevent bottlenecks and smooth traffic flow. In California, advanced algorithms like those used in the state's ramp metering systems are deployed in major metropolitan corridors, such as those managed by Caltrans, to dynamically adjust metering rates based on real-time traffic conditions.^[69] HOV lanes, dedicated to vehicles with multiple occupants, further support freeway management by reducing the number of single-occupancy vehicles and promoting ridesharing, which can decrease overall congestion and emissions on high-volume routes.^[70] These lanes have been shown to achieve travel time savings of up to 30% during peak periods in implemented systems.^[71] Incident management on highways focuses on rapid response to disruptions like crashes or breakdowns to minimize delays and risks. Dynamic message signs (DMS) provide real-time alerts to drivers about incidents ahead, enabling them to adjust speeds or routes, while service patrols—mobile teams equipped to assist with minor incidents—clear lanes quickly. Together, these measures have been found to reduce secondary crashes by up to 29% through faster clearance and improved driver awareness, as seen in programs like Baltimore's CHART.^[72] In rural settings, where roads often feature two lanes and lower traffic densities, management strategies address visibility, wildlife interactions, and maintenance issues. Passing zones are designated segments with improved sight lines and signage allowing safe overtaking, reducing risky maneuvers on undivided roads. Wildlife crossings, such as underpasses or overpasses integrated into road designs, mitigate animal-vehicle collisions, which are a significant hazard in rural areas with high biodiversity. Dust control on unpaved rural roads involves applying stabilizers like calcium chloride or magnesium chloride to suppress particulate emissions from vehicle traffic, improving visibility and air quality while preserving road integrity.^[73]^[74] A notable example of highway management is Germany's Autobahn system, where variable speed limits are dynamically enforced using electronic signs to adapt to weather, traffic volume, or construction, helping maintain efficient flows up to the advisory maximum of 130 km/h on unrestricted sections. Variable speed limits, used on portions of the Autobahn since the 1970s and increasingly with electronic enforcement, help adapt to conditions and promote consistent pacing for safer driving. These limits have been applied to about 30% of the network as of 2024.^[75]

Challenges and strategies

Congestion and safety issues

Traffic congestion arises from several key causes, including bottlenecks, incidents, and demand surges that overwhelm road capacity. Bottlenecks typically form at locations with reduced lane numbers, such as highway merges or construction zones, where even minor disruptions propagate upstream delays. Incidents, including vehicle crashes, breakdowns, or debris, can abruptly halve lane availability, triggering shockwaves of stop-and-go traffic. Demand surges occur during rush hours or special events when vehicle volumes exceed infrastructure limits, leading to queuing and reduced speeds. For instance, the U.S. national average travel time index reached 1.21 in 2022, indicating that peak-period trips took 21% longer than free-flow conditions across 494 urban areas.^[76] Safety hazards in traffic management stem predominantly from human factors, which contribute significantly to crashes as determined by analysis of crash data. Common risks include intersection collisions, accounting for over 40% of urban crashes due to factors like failure to yield, speeding, or distracted driving. These incidents not only endanger lives but also exacerbate congestion by blocking lanes. Effective countermeasures, such as installing roundabouts, have demonstrated significant reductions in severe outcomes; studies show roundabouts decrease fatalities by 90% and injuries by 75% compared to signalized or stop-controlled intersections by slowing speeds and eliminating head-on conflicts.^[77] To address incidents promptly and minimize secondary crashes, structured response protocols are employed in traffic management. The CLEAR model provides a systematic framework: Clear the scene to ensure responder safety, Locate the precise incident position using GPS or signage, Evaluate the hazards and resources needed, Act by deploying appropriate interventions like towing or traffic control, and Report details for post-incident analysis and coordination. This approach, integrated into broader traffic incident management practices, aims to restore normal flow within 90 minutes for most non-injury events.^[78] The combined effects of congestion and safety issues impose severe economic burdens, with substantial global annual costs in lost productivity, fuel waste, and accident-related expenses. In the U.S. alone, congestion led to $70.4 billion in costs in 2023, equivalent to drivers losing 42 hours per year at an average value of $733 per person; as of 2024, these figures rose to approximately 43 hours and $74 billion nationally.^[79]^[80] These impacts highlight the urgency of targeted mitigation to preserve economic efficiency.

Sustainability and policy integration

Traffic management plays a pivotal role in advancing sustainability by reducing environmental impacts through targeted emission reduction strategies. Low-emission zones (LEZs), implemented across the European Union since the early 2000s, restrict access to high-polluting vehicles in urban areas, leading to significant cuts in nitrogen oxides (NOx) emissions, typically ranging from 20% to 40% in affected cities such as Berlin and London; recent expansions like London's ULEZ in 2023 have achieved up to 50% NO2 reductions in outer areas as of 2025.^[81]^[82] These zones promote cleaner air by enforcing vehicle standards and retrofitting requirements, contributing to broader goals of mitigating urban air pollution and climate change, including the EU's zero-pollution plan targeting further reductions by 2030. Additionally, integrating electric vehicle (EV) charging infrastructure into traffic management systems enhances sustainability by optimizing energy use and reducing grid strain; for instance, smart charging stations coordinated with traffic signals can balance load during peak hours, lowering overall carbon emissions from transportation.^[83]^[84] Policy frameworks at international and national levels further embed sustainability into traffic management practices. The United Nations Sustainable Development Goal 11 (SDG 11), adopted in 2015, emphasizes making cities inclusive, safe, resilient, and sustainable, with Target 11.2 specifically calling for access to safe, affordable, and sustainable transport systems by 2030, including enhanced public transit and road safety measures.^[85]^[86] In the United States, the Bipartisan Infrastructure Law (IIJA) of 2021, succeeding the Fixing America's Surface Transportation (FAST) Act of 2015, provides over $550 billion in new investments through 2026 for highway, transit, and related programs, authorizing metropolitan planning organizations to develop congestion management plans that incorporate sustainable strategies like multimodal transport integration.^[87]^[88] These policies encourage alignment between traffic operations and environmental objectives, fostering long-term reductions in fossil fuel dependency. Equity considerations are integral to sustainable traffic management to ensure benefits reach underserved communities without exacerbating disparities. Effective implementation involves prioritizing infrastructure improvements, such as equitable placement of EV chargers and public transit enhancements, in low-income and minority neighborhoods to avoid displacement or increased costs for vulnerable populations.^[89]^[90] For example, transportation equity frameworks assess how management strategies might disproportionately affect disadvantaged areas, advocating for inclusive planning that promotes access to clean mobility options. To quantify these impacts, tools like the U.S. Environmental Protection Agency's MOtor Vehicle Emission Simulator (MOVES) model vehicle emissions, including greenhouse gases, at national, county, and project scales, enabling planners to evaluate carbon footprints and inform equitable, low-emission policies.^[91]^[92]

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What is ITS? · Intelligent traffic control systems help us by reducing the time we spend stopped at red lights or waiting on freeways when an accident occurs.<|control11|><|separator|>
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Predictive Analytics for Traffic Management Systems - ROSA P
Apr 1, 2024 · Traffic management systems (TMSs) help transportation agencies manage roadway capacity as well as traffic demand to deliver safe, reliable, ...
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Chapter 7. Traffic Management - FHWA Office of Operations
May 12, 2020 · Business processes have a few common denominators: equipment and infrastructure in the field to monitor and control traffic; integrated systems to facilitate ...Missing: components | Show results with:components
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1. Introduction - FHWA Operations - Department of Transportation
May 19, 2020 · A Transportation Management Center (TMC) acts as the nucleus for collecting, monitoring, verifying, and responding to traffic conditions often ...
[9]
TRAFFIC MANAGEMENT: AN INTRODUCTION - TRID Database
Traffic management is the organisation, arrangement, guidance and control of both stationary and moving traffic, including pedestrians, bicyclists and all ...
[10]
Traffic Management | RNO/ITS - PIARC (World Road Association)
Traffic Management refers to the combination of measures that serve to preserve traffic capacity and improve the security, safety and reliability of the ...
[11]
Traffic management | Climate Technology Centre & Network
Proper traffic management can ensure that traffic flows smoothly and efficiently; there is fair access for different transport modes; roads and streets are ...
[12]
Traffic Management | PTV Group
The objective of traffic management is to monitor traffic conditions and provide targeted traffic control to ensure efficient use of transportation ...
[13]
First electric traffic signal installed | August 5, 1914 - History.com
The world's first electric traffic signal is put into place on the corner of Euclid Avenue and East 105th Street in Cleveland, Ohio, on August 5, 1914.
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The Stop Sign Wasn't Always Red - The New York Times
Dec 9, 2011 · Detroit, the center of the automobile industry, is credited with installing the first proper stop sign that same year. According to Schank ...
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About ITE - Institute of Transportation Engineers
Founded in 1930, ITE is a volunteer-driven association of more than 18,000 engineers, planners, consultants, educators, researchers, technologists, and ...Missing: source | Show results with:source
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History of the Interstate Highway System | FHWA
Aug 8, 2023 · June 29, 1956: A Day in History: The day that President Eisenhower signed the Federal-Aid Highway Act of 1956 was filled with the usual mix of ...
[17]
About Us - SCATS - NSW Government
The Sydney Coordinated Adaptive Traffic System (SCATS) was developed by the NSW Government Department of Main Roads in NSW in 1975 and was one of the first ...
[18]
Brief History of GPS Vehicle Tracking System
Apr 20, 2023 · Civilian companies began to use a GPS vehicle tracking system for their fleet vehicles in the early 1990s. However, companies had to pay an ...
[19]
Traffic restrictions during the 2008 Olympic Games reduced urban ...
May 2, 2022 · During the 2008 Olympic Games in Beijing, the traffic volume was approximately cut off by half through the road space rationing. Based on daily ...
[20]
[PDF] 75 Years of the Fundamental Diagram for Traffic Flow Theory
Jun 16, 2011 · commemorate Bruce Greenshields' studies on traffic flow during the early 1930s, which ... contribution tries to sort this out by referring to new ...
[21]
[PDF] A STUDY OF TRAFFIC CAPACITY - Transportation Research Board
SYNOPSIS. The report presents the results of a traffic capacity study started in June 1934 by the traffic bureau of the Ohio State Highway De-.
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[cond-mat/9806171] From Microscopic to Macroscopic Traffic Models
Jun 14, 1998 · Abstract: The paper presents a systematic derivation of macroscopic equations for freeway traffic flow from an Enskog-like kinetic approach.Missing: standard book
[23]
(PDF) A REVIEW OF THE DIFFERENCE AMONG MACROSCOPIC ...
Dec 7, 2017 · Models to characterize traffic flow can be classified as microscopic or macroscopic. Microscopic models focus on individual vehicle behavior ...
[24]
Traffic Monitoring Guide - Federal Highway Administration
Nov 7, 2014 · Peak Hour Factor (PHF) – The hourly volume during the maximum traffic volume hour of the day divided by 15-minute volume multiplied by four, a ...
[25]
6.1.1 Demand Forecasting - FHWA Operations
A trend-line forecast might be made, assuming that the recent percentage of growth in traffic will continue in the future. These trend-line forecasts are most ...
[26]
[PDF] Project Traffic Forecasting Handbook - FDOT
This document is a continuation of FDOTs effort to develop an improved traffic forecasting procedure. In order to determine the actual method in use ...
[27]
Chapter 8 Page 1 - Freeway Management and Operations Handbook
Feb 1, 2017 · Managed lanes are certain freeway lanes set aside for a variety of operating strategies that move traffic more efficiently in those lanes.Missing: supply- side
[28]
Chapter 5. Analytical Identification and Assessment of Bottlenecks
Nov 20, 2019 · Every highway facility has decision points such as on- and off-ramps, merge areas, weave areas, lane drops, tollbooth areas, and traffic signals; or design ...
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Traffic Analysis Toolbox Volume X: Localized Bottleneck Congestion ...
Dec 28, 2020 · 2.1 Common Causes of Bottlenecks · Decision points, such as on and off-ramps, merge areas, weave areas, lane drops, tollbooth areas, and traffic ...
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The Evolution of MUTCD - Knowledge - Department of Transportation
Dec 19, 2023 · The MUTCD evolved from early traffic control devices, first published in 1935, and has been revised at least once per decade to reflect changes.
[31]
[PDF] Manual on Uniform Traffic Control Devices - MUTCD
Dec 1, 2023 · The MUTCD is a manual on uniform traffic control devices for streets and highways, 11th edition, published in December 2023.
[32]
Traffic Signal Timing Manual: Chapter 5 - FHWA Office of Operations
Apr 27, 2021 · In contrast to pre-timed control, actuated control consists of intervals that are called and extended in response to vehicle detectors.
[33]
2009 Edition Chapter 4E. Pedestrian Control Features - MUTCD
Pedestrian signal heads provide special types of traffic signal indications exclusively intended for controlling pedestrian traffic.
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II. SIGN PRINCIPLES AND TYPES | FHWA
Traffic Sign Types. The MUTCD specifies three classes of signs defined by their function: Regulatory signs. Warning signs. Guides signs. Regulatory ...
[35]
[PDF] Sign Retroreflectivity Guidebook
This toolkit will teach you about retroreflectivity and your responsibilities under new Federal Highway Administration. (FHWA) requirements to maintain signs in ...
[36]
2009 Edition Chapter 3B. Pavement and Curb Markings - MUTCD
Center line pavement markings, when used, shall be the pavement markings used to delineate the separation of traffic lanes that have opposite directions of ...
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Barrier Guide | FHWA - Department of Transportation
Nov 27, 2019 · The Guide is prepared specifically for warranting, selecting, and designing barriers on Federal Lands Highways projects that are low volume and/or low speed ...
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FHWA Study Finds Red Light Running Violations Down 60 Percent
Feb 24, 2000 · In Los Angeles, cameras were installed at rail-grade crossings. Reductions in violations by 92, 78 and 34 percent were found at each of three ...
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Red light running - IIHS
An IIHS study found that cameras reduced the fatal red light running crash rate of large cities by 21% and the rate of all types of fatal crashes at signalized ...
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https://highways.dot.gov/federal-lands/safety/barrier-guide
[41]
4.7.3 Superelevation Rate - Texas Department of Transportation
... vehicle operation on a horizontal curve is: e+f=V215R. Where: e = superelevation rate, ft/ft. f = side friction factor. V = vehicle speed, mph. R = curve radius ...Missing: formula | Show results with:formula
[42]
[PDF] Roundabouts: An Informational Guide
Roundabouts are a form of intersection control in common use throughout the world. This guide was developed to facilitate safe, optimal operation and designs.
[43]
4.10.15 Medians - Texas Department of Transportation
A median (i.e., the area between opposing travel lane edges) is provided primarily on divided highways to separate opposing traffic streams.
[44]
[PDF] HIGHWAY DESIGN MANUAL - nysdot
Jul 30, 2010 · Acceleration lanes, deceleration lanes, and combination acceleration-deceleration lanes have the same lane width as the adjacent travel lanes.
[45]
2010 ADA Standards for Accessible Design
Sep 15, 2010 · The 2010 Standards set minimum requirements – both scoping and technical – for newly designed and constructed or altered State and local government facilities.
[46]
Chapter 4: Ramps and Curb Ramps - Access-Board.gov
DOJ's 2010 ADA Standards require curb ramps at newly constructed or altered streets, highways, and street-level pedestrian walkways to provide an accessible ...Missing: bike 1990
[47]
Shared Use Path Accessibility Guidelines - Federal Register
Mar 28, 2011 · The clear width of shared use paths shall be 5 feet (1.5 m) minimum. The AASHTO Bicycle Facilities Guide recommends the paved width for a shared ...
[48]
[PDF] A Summary of Vehicle Detection and Surveillance Technologies ...
Aug 31, 2007 · Intelligent Transportation Systems include sensor, communication, and traffic control technologies. These technologies are assisting states, ...
[49]
Chapter 2, Traffic Detector Handbook: Third Edition—Volume I
Typical applications are vehicle presence detection on bridge decks and viaducts where inductive loops are disrupted by the steel support structure or ...
[50]
Vehicle-to-Everything (V2X) Communications
Jun 14, 2019 · Vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I), and vehicle-to-pedestrian (V2P) communications, collectively known as “V2X.”
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Vehicle-to-everything (V2X) in the autonomous vehicles domain
V2I (Vehicle to Infrastructure): V2I facilitates the communication between the vehicle and its surrounding infrastructure such as traffic signals, and road ...
[52]
[PDF] Evaluation of Optimized Policies for Adaptive Control Strategy
Optimization Policies for Adaptive Control (OPAC) is an on-line control algorithm designed to optimize the performance of individ- ual traffic signals.
[53]
[PDF] Adaptive Signal Control - Federal Highway Administration
This phase saw the largest increase in adoption of ASCT. The increase in adoption occurred after FHWA published an ad for ACS Lite in the ITE Journal and ...
[54]
A Review of the Optimized Policies for Adaptive Control Strategy ...
Optimized Policies for Adaptive Control (OPAC) is a real-time demand-responsive traffic signal timing optimization algorithm for individual intersections.
[55]
[PDF] Transportation Management Center Information Technology Security
Through this report, TMCs will gain insight into basic practices that serve as a starting point or baseline for organizations with limited resources and ...
[56]
[PDF] Transportation Management Centers | Army.mil
Aug 25, 2025 · If the traffic signal system center has appropriate assets, it also may perform incident management and may provide traveler information to ...
[57]
[PDF] Reducing Congestion and Funding Transportation Using Road ...
Singapore's ERP has the most dynamic and flexible pricing structure of the sites visited. The German truck toll rates for use of the freeway. ❖ system (i.e. ...
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[PDF] Congestion Pricing - FHWA Operations
With congestion pricing, tolls typically vary by time of day and are collected at highway speeds by using electronic toll-collection technology. Traffic flows.
[59]
Ramp Metering: A Proven, Cost-Effective Operational Strategy
May 19, 2020 · When ramp queues meet threshold conditions, the control algorithm is activated and assigns restrictive metering rates to upstream ramps in order ...
[60]
[PDF] Ramp Metering Design Manual - Caltrans
For new or reconstructed metered entrance ramps, the minimum number and type of entrance ramp lanes as specified in Table 1-1 shall be provided. When truck ...
[61]
HOV Lanes in California: Are They Achieving Their Goals?
Jan 7, 2000 · According to state law, the goal of HOV lanes is twofold: reduce congestion and improve air quality. State law declares that HOV lanes are "to ...
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https://www.channelnewsasia.com/singapore/erp-rates-increase-4-locations-aye-cte-kpe-pie-5471276
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[PDF] 1 INTRODUCTION - Transportation Research Board
incident management activities. 12. Reducing the occurrence of secondary incidents by. 25%. 4. Infrastructure and Equipment. 13. Improving equipment for ...<|separator|>
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[PDF] UNPAVED ROAD DUST MANAGEMENT
This handbook provides broad programmatic aspects of unpaved road management. It is based on observations made during a national scan tour and provides ...
[65]
[PDF] WILDLIFE CROSSING STRUCTURE HANDBOOK Design ... - ROSA P
This handbook provides numerous solutions to wildlife-vehicle interactions by offering effective and safe wildlife crossing examples.Missing: dust | Show results with:dust
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Germany's Autobahn — finally time for a speed limit? - DW
Apr 25, 2024 · For the speed-unrestricted stretches, the government recommends a voluntary top speed of 130 kilometers per hour, but drivers are free to go as ...
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[PDF] Congestion in 2021 and 2022 — 2023 Urban Mobility Report
The ratio of travel time in the peak period to the ... Remaining Areas Average. 22. 21. 1.11. 1.10. All 494 Area Average. 54. 47. 1.21. 1.16.Missing: US | Show results with:US
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[PDF] Automated Driving Systems: A Vision for Safety - NHTSA
The major factor in 94 percent of all fatal crashes is human error. So ADSs have the potential to significantly reduce highway fatalities by addressing the ...
[69]
Benefits of Roundabouts - FDOT
Roundabouts provide a number of benefits as described below: Safety. Fewer crashes, 90% fewer fatalities and 75% fewer injuries. Fewer severe crashes. 10 to 40 ...
[70]
Welcome to Traffic Incident Management (TIM) - Office of Operations
Apr 1, 2025 · Traffic Incident Management (TIM) consists of a planned and coordinated multi-disciplinary process to detect, respond to, and clear traffic incidents.National Incident Management... · National TIM responder training · Publications
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[PDF] Mobility-and-Development-Spring-2022.pdf - The World Bank
This congestion stems from a lack of effective traffic management and a road network that offers few alternatives to key choke- points on the network. Both ...
[72]
INRIX 2023 Report: New York City has the worst traffic in the U.S.
Jun 26, 2024 · The 2023 Global Traffic Scorecard report by INRIX, a transportation analytics company, found the typical US driver lost 42 hours to traffic congestion.
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Impact of Low Emission Zones - Urban Access Regulations
The emissions of nitrogen oxides (NOx) lead to NO2 in the air. The LEZ has reduced these emissions by 20%. Impact of Berlins LEZ on emissions of nitrogen oxides.
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Effectiveness of Low Emission Zones: Large Scale Analysis of ... - NIH
Aug 12, 2014 · This is the first study investigating comprehensively the effectiveness of LEZs to reduce NO 2 , NO, and NO x concentrations controlling for most relevant ...
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Optimization of electric charging infrastructure: integrated model for ...
Jun 27, 2024 · Therefore, the integration of EV charging with smart grid technologies and load management strategies becomes crucial to balance power demand ...
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[PDF] Electric Vehicle Charging Infrastructure - Climate Strategies that Work
Vehicle Grid Integration (VGI) reduces the need for grid upgrades by harnessing the flexibility of EVs to improve the efficiency of EVs as a piece of the grid.
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https://www.fdot.gov/agencyresources/roundabouts/benefits.shtm
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SDG 11.2: Affordable and Sustainable Transport Systems | ICCROM
By 2030, provide access to safe, affordable, accessible and sustainable transport systems for all, improving road safety, notably by expanding public transport.
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H.R.22 - 114th Congress (2015-2016): FAST Act - Congress.gov
Authorizes MPOs serving a transportation management area to develop a congestion management plan that includes projects and strategies that will be considered ...
[80]
Fixing America's Surface Transportation Act (FAST Act)
The FAST Act authorizes $305 billion over fiscal years 2016 through 2020 for the Department's highway, highway and motor vehicle safety, public ...
[81]
[PDF] Incorporation of Social Equity Considerations into Transportation ...
Sep 9, 2024 · There is increasing awareness among transportation professionals about the importance of incorporating social equity into their practices.
[82]
Ensuring Equity in Transportation
Oct 25, 2021 · This policy statement has a particular focus on addressing racial equity in land use and transportation decisions in metropolitan areas.
[83]
MOVES and Mobile Source Emissions Research | US EPA
Sep 18, 2025 · EPA's MOtor Vehicle Emission Simulator (MOVES) is a state-of-the-science emission modeling system that estimates emissions for mobile sources.Motor Vehicle Emissio · MOVES Training · MOVES onroad technical reports
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Latest Version of MOtor Vehicle Emission Simulator (MOVES)
EPA's MOtor Vehicle Emission Simulator is an emission modeling system that estimates emissions for mobile sources at the national, county, and project level.