sustainability
Article
Managed Lane as Strategy for Traffic Flow and Safety: A Case
Study of Catania Ring Road
Salvatore Cafiso 1 , Alessandro Di Graziano 1 , Tullio Giuffrè 2 , Giuseppina Pappalardo 1
and Alessandro Severino 1, *






Citation: Cafiso, S.; Di Graziano, A.;
Giuffrè, T.; Pappalardo, G.; Severino,
A. Managed Lane as Strategy for
Traffic Flow and Safety: A Case Study
of Catania Ring Road. Sustainability
2022, 14, 2915. https://doi.org/
10.3390/su14052915
Academic Editors: Armando Cartenì
and Matjaž Šraml
Received: 2 December 2021
Accepted: 23 February 2022
Published: 2 March 2022
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Copyright: © 2022 by the authors.
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This article is an open access article
distributed under the terms and
conditions of the Creative Commons
Attribution (CC BY) license (https://
creativecommons.org/licenses/by/
4.0/).
Sustainability 2022, 14, 2915. https://doi.org/10.3390/su14052915
1 Department of Civil Engineering and Architecture, University of Catania, 95123 Catania, Italy;
dcafiso@dica.unict.it (S.C.); adigraziano@unict.it (A.D.G.); giuseppina.pappalardo1@unict.it (G.P.)
2 Faculty of Engineering and Architecture, University of Enna Kore, Viale delle Olimpiadi, 94100 Enna, Italy;
tullio.giuffre@unikore.it
* Correspondence: alessandro.severino@unict.it
Abstract: According to international traffic statistics, the quantity of daily traveling vehicles amounts
to one billion, and it is estimated that in 2050 that amount will reach four billion. Urban population is
growing especially in large metropolitan areas. This increase has different outgrowths concerning
regular circulation, safety, and climatic perspectives. Therefore, the present and further increase of
traffic flow is affecting the operational and safety performance of several roadway categories. Urban
ring roads belong to a roadway category that is particularly subjected to congestion phenomena,
but in many cases, public administrations are unable to afford required expenses to upgrade or
build new roadways. Therefore, an intervention is needed that increases the capacity of existing
infrastructures with limited cost results to be fundamental. In such a framework, the dynamic
use of hard shoulder running (HSR) would represent a valid solution that both exploits existing
infrastructures and facilitates traffic outflow by implementation of smart digital roads, with limited
interventions on the physical infrastructure. Despite the expected improvements in traffic capacity,
the HSR poses safety issues particularly in specific locations (e.g., interchanges) and for the operation
of the transition phase for opening and closing the HSR. In this paper, the applicability and usefulness
of microsimulation were tested with the Catania (Italy) ring road, as a case study, through the
application of VISSIM traffic microsimulation software and SSAM traffic conflict tool, implementing
different scenarios for the activation of the HSR.
Keywords: mobility; dynamic-lane; congestion; road-capacity; intelligent transportation system
1. Introduction
The main parameter that measures the quality of vehicular flow in a roadway is the
level of service (LOS), which depends on the following indicators:
• Q (vehicles flow) = vehicles/h;
• V (average outflow speed) = km/h;
• D (density) = Q/V;
• C (capacity) = maximum vehicle flow for a fixed period in a lane section.
Considering a motorway road section with fixed lane width and numbers, the in-
crease of vehicle flow over certain thresholds induces a decrease of the speed until critical
congestion when the traffic conditions are close to the section capacity [1].
In such a situation, the traditional required solution is the increase in the number
of lanes, but it cannot always be carried out for many reasons, including economic and
roadway constraints. Lane management is a solution that allows increasing a road sec-
tion’s capacity without making significant infrastructural interventions, minimizing the
economic and environmental impact. Figure 1 shows the historical evolution of roadways
https://www.mdpi.com/journal/sustainability
 to the overall geometric layout with traffic and speed management in every lane, accord-
ing to the lane use and traffic flow density. The correct operation of a dynamic lane re-
quires management choices and infrastructural adjustment. The first aspect refers to
where, when, and how in a road section the dynamic lane will be activated; the second
Sustainability 2022, 14, 2915 feature focuses on technical solutions aimed to guarantee an efficient safety level when2 of 16
the HSR is active, such as increasing the number of emergency refuge areas and monitor-
ing systems and facilitating roadway accessibility to emergency vehicles. All these inter-
ventions aim to
cross-section maintain
that broughtsafety and to
the useful compensateoffor
introduction the
the hard shoulder’s
dynamic temporary
lane concept ab-
and future
sence when the
developments. HSR is activated.

Figure 1. The evolution of managed lanes [2].

Figure 1. The evolution of managed lanes [2].
In double carriageways roads with large hard shoulders, an effective solution, in case
In this paper, the implementation issues of HSR will be presented, considering both
of actual traffic congestion, is to convert the hard shoulder or “shoulder” lane into an
the infrastructural and management problems that need to be addressed. A case study
ordinary transit lane, just for a time frame until traffic congestion is over. When a hard
with real data was applied to the urban motorway of the metropolitan area of Catania
shoulder is subjected to such variation, it is called “hard shoulder running” (HSR). However,
(Italy) to show the opportunities and issues in the application of microsimulation tools to
the dynamic lane concept does not regard just the road cross section, but it also refers to
analyze operational
the overall geometric and safety
layout performance
with traffic andin different
speed management
management scenarios.
in every lane, according
The introduction of the HSR to the aforementioned urban motorway
to the lane use and traffic flow density. The correct operation of a dynamic is definitely ap-
lane requires
propriate because of the present congestion conditions and planning of the road
management choices and infrastructural adjustment. The first aspect refers to where, when, agency
to
andapply
howsmart technologies.
in a road In dynamic
section the this perspective, there
lane will are also the
be activated; issues
the of high
second constrains
feature focuses
and long times
on technical expected
solutions for the
aimed construction
to guarantee an of a thirdsafety
efficient regular lane.
level when the HSR is active,
suchThe paper is organized
as increasing the numberas follows.
of emergency refuge areas and monitoring systems and
facilitating roadway accessibility to emergency vehicles. All these interventions aim to
maintain safety and to compensate for the hard shoulder’s temporary absence when the
HSR is activated.
In this paper, the implementation issues of HSR will be presented, considering both
the infrastructural and management problems that need to be addressed. A case study with
real data was applied to the urban motorway of the metropolitan area of Catania (Italy) to
show the opportunities and issues in the application of microsimulation tools to analyze
operational and safety performance in different management scenarios.
The introduction of the HSR to the aforementioned urban motorway is definitely
appropriate because of the present congestion conditions and planning of the road agency
to apply smart technologies. In this perspective, there are also the issues of high constrains
and long times expected for the construction of a third regular lane.
The paper is organized as follows.
In the former part, we provided an overview to introduce the applicative heterogene-
ity of managed lanes, also considering that it maximizes its effectiveness if assisted by
Sustainability 2022, 14, x FOR PEER REVIEW 3 of 16

Sustainability 2022, 14, 2915 In the former part, we provided an overview to introduce the applicative heteroge-3 of 16
neity of managed lanes, also considering that it maximizes its effectiveness if assisted by
complementary techniques. Layout adjustments and digital infrastructure needs will be
discussed because thetechniques.
complementary realizationLayout
of HSRadjustments
requires the and
analysis of several
digital design needs
infrastructure elements
will be
suchdiscussed
as interchanges, recovery areas, traffic signals, and several operational techniques.
because the realization of HSR requires the analysis of several design elements
In the
such aslatter, a case study
interchanges, applied
recovery areas,totraffic
the urban motorway
signals, of Catania
and several metropolitan
operational techniques.
area will Inbethe
presented with the application of different microsimulation tools.
latter, a case study applied to the urban motorway of Catania metropolitan By using
actual data, the case study was carried out with VISSIM ® and SSAM® software to analyze
area will be presented with the application of different microsimulation tools. By using
different
actualtraffic
data,and
the speed management
case study strategies,
was carried out withcomparing
VISSIM® andbothSSAM
operational and safety
® software to analyze
performance indicators.
different traffic and speed management strategies, comparing both operational and safety
Conclusion and
performance limits of the study are discussed at the end of the paper.
indicators.
Conclusion and limits of the study are discussed at the end of the paper.
2. Literature Survey
2. Literature
The realization Survey
of dynamic or hard shoulder running lanes, indicated in this paper
as HSR, in The
therealization of dynamic
existing roadway or hardits
constrains shoulder
originalrunning
roadwaylanes,
classindicated
standards in[3,4].
this paper as
HSR, in the existing roadway constrains its original roadway
A dynamic lane must be managed in order to enhance traffic fluidity, to ensureclass standards [3,4].ser-
vices suchAas: dynamic lane must
the increase and be managed inoforder
optimization to enhance
roadway traffic
capacity, thefluidity, to ensure
achievement services
of tem-
such
porary as: the
lanes increase
closing, andand optimization
clearance [5–7]. of roadway capacity, the achievement of temporary
lanes closing,
Conditions and
that clearance
lead [5–7].
to the activation of a managed lane are mainly linked to massive
volumes Conditions
of traffic, and thatactivation
lead to the activation
can occur atof a managed
any moment lane
of a are
daymainly linked
or at fixed to massive
times. A
dynamic lane can be introduced in both directions of a carriageway or just in the one sub- A
volumes of traffic, and activation can occur at any moment of a day or at fixed times.
dynamic
jected lane can
to significant be introduced
congestion in both directions of a carriageway or just in the one
phenomena.
subjected to significant congestion
Effects caused by dynamic lane management phenomena. can be evaluated by analyzing three
Effects
main aspects: caused
safety by dynamic
(incidents lane management
reduction), can be evaluated
efficiency (reduction bytime
of travel analyzing
losses,three
moremain
aspects:
regular safety
traffic flow), (incidents reduction),including
and environment, efficiency environment
(reduction of travel
noise time losses, more
and pollutant regular
emis-
traffic flow), and environment, including environment noise and
sions reductions [8]. These parameters can be described as in the Figure 2 trough “service pollutant emissions
reductions
radar” plot [9]. [8]. These parameters can be described as in the Figure 2 trough “service radar”
plot [9].

Figure 2. Example of dynamic lane management service radar [9].

Figure 2. Example of dynamic lane management service radar [9].
Such an aspect results to be fundamental during design phases, then it is possible to
Such out
carry an aspect results
two main to be fundamental
approaches: the all lane during
runningdesign
(ALR) phases, then it is motorway
or the controlled possible to(CM)
carryapproach.
out two main
These procedures have a central common aspect characterized bymotorway
approaches: the all lane running (ALR) or the controlled the removal of
(CM)theapproach.
dedicatedThese
hard procedures
shoulder and have
othera central
common common aspect characterized
characteristics by the
regarding physical re-
elements
moval of the
such as: dedicated hard shoulder and other common characteristics regarding phys-
ical elements such as:
• Automated systems for VMSL (variable mandatory speed limits) management;
• •Automated systems for systems;
Driver information VMSL (variable mandatory speed limits) management;
• •Driver information systems;
Vehicle detection systems.
• Vehicle
Thedetection
ALR designsystems.
approach is characterized by the conversion of the hard shoulder
The an
into ALR design running
ordinary approachlane,
is characterized by the conversion
where it is possible of the
to eliminate hard shoulder
processes of dynamic
into opening
an ordinary
andrunning
closing,lane, where
creating anitadditional
is possibleroadway
to eliminate processes
capacity. ofCM
In the dynamic
designopen-
method,
ing and closing, creating
interventions an additional
aim to keep the hard roadway
shoulder, capacity.
reducing Inthethe CMfor
need design method,
elevated refugein-areas
terventions aim toeasier
and allowing keep traffic
the hard shoulder, to
management reducing
set out. the need for elevated refuge areas
and allowing easier traffic
Considering management
that CM to set out.
and ALR design approaches have different operating ways, there
will also be different physical design elements, and such differences are highlighted in
Table 1.
Sustainability 2022, 14, 2915 4 of 16

Table 1. Physical design element differences between CM and ALR design [10].

CATEGORY CM ALR
VIDEO SURVEILLANCE Entire scheme coverage Partial scheme coverage
BARRIERS RESERVE Not mandatory Mandatory
REFUGE AREAS Not required Up to 2.5 km
ERT (emergency roadside Just in lane with existing
Present in every refuge area
telephone) guidance

Despite considerations about managed lane advantages, a different perspective must

be studied regarding geometric characteristics and traffic control devices [7,8]. Permanent
or temporary conversion of the hard shoulder into an ordinary running lane in terms of
benefits causes a significant capacity increase; however, a disadvantage that must be taken
into account is characterized by a safety reduction because of the hard shoulder removal.
For these reasons, before the beginning of managed lane realization, several adjustments
linked to technical equipment or provision of emergency stops must be fulfilled.
When an HSR is implemented, it is necessary to guarantee functional and geometric
interoperability trough tools such as separation techniques of adjacent lanes and traffic
control devices [5].
A lane width of 3.5 m is appropriate to guarantee a safe running, even for heavy
vehicles. The main challenge regards the increase of hard shoulder width, which in many
cases results to be under 3.5 m. In motorway lane width, at least 3.6 m is usually a standard
parameter, while hard shoulder width changes according to standards and construction
issues. Ultimately, in many cases, hard shoulders with a lower than 3.6 m width are
designed to be available just for non-heavy vehicles, and in such a case a width of 3 m
results to be adequate. Vehicles category and roadway geometry are not the only aspects
that must be observed, considering that the hard shoulder is positioned at roadway edges,
and in such zones, the following artifacts can also be located: drainage elements, retaining
walls, or concrete median barriers [6]. If the roadway is uncurbed or opened, it would
be possible to manage drainage element modifications easily, while in case of a closed
roadway section, several adjustments must be encountered, especially regarding catch
basins. When catch basins are located close to a running lane, such elements create a
pavement change level so the consequence is uncomfortable driving. In addition, a load
that pavement can tolerate cannot handle high traffic volume caused by conversion into a
running lane. Such an issue can be solved through pavement reconstruction or location
change of drainage features; if these interventions are not possible, it is necessary to
eliminate drainage features, but it is mandatory to implement and realize new drainage
techniques. One last consideration regards hard shoulder-width when it is located in a
bridge; in this case, the hard shoulder should have a minimum width of 3.5 m to allow
for vehicles during maneuvers, facilitating them to keep a position of at least 0.5 m from
the bridge guard-rail. Based on the basis of these considerations, it can be stated that the
main physical issue related to HSR implementation is the geometric dimension variations
of lanes.
One more critical aspect that influences HSR functionality and safety is represented
by ramps at interchanges, mainly concerning their typology, distance, and orientation.
Considering the usual case of the part-time HSR to be integrated with a one-lane ramp,
a dual approach is characterized by the so-called “taper ramps” and “parallel ramps” in
motorway ramp interchanges. The first type has a higher collision risk due to the absence of
a speed change lane, so that the layout will be characterized by a compelling cross between
the ramp and the hard shoulder. The ramp must be modified to reduce such conflict risk,
implementing the “parallel” scheme; in this way, vehicles will drive on the speed lane
change extended for less than 30 m, creating parallel entrance and exits. These two ramps
schemes can also be implemented in roadways with a higher number of lanes [6]. In
Figure 3, cases of parallel and taper ramps are shown, respectively.
Sustainability 2022, 14, x FOR PEER REVIEW 5 of 16

lane change extended for less than 30 m, creating parallel entrance and exits. These two
Sustainability 2022, 14, 2915 5 of 16
ramps schemes can also be implemented in roadways with a higher number of lanes [6].
In Figure 3, cases of parallel and taper ramps are shown, respectively.

(a)

(b)

(c)
Figure 3. (a)
Figure Example
3. (a) of taper
Example ramp;
of taper (b)(b)
ramp; example of parallel
example ramp;
of parallel (c) (c)
ramp; example of conversion
example from
of conversion from
taper to parallel ramp [6].
taper to parallel ramp [6].

In In
manymany cases
casesat at
interchanges,
interchanges, when
when thethenumber
numberofofdisbursed
disbursedvehicles
vehiclesraises
raisesaahelp-
helpful
fulintervention,
intervention, consisting
consisting of “ramp metering” to control ramp traffic,
“ramp metering” to control ramp traffic, according according to to
field
field
conditions,
conditions, it manually
it manually optimizes
optimizes vehicle release.
vehicle Thanks
release. to ramp
Thanks metering
to ramp (especially
metering for
(especially
metropolitan
for metropolitanareas),areas),
it is possible to limittovehicle
it is possible entry atentry
limit vehicle entrance ramps, ramps,
at entrance mitigating con-
mitigating
gestion phenomena
congestion due to due
phenomena merging vehicles,
to merging and it can
vehicles, andbeitimproved with equipment
can be improved such
with equipment
as such
queueaswarning. This aspect
queue warning. Thisresults
aspect in use toinobtain
results use to higher
obtain compliance of drivers
higher compliance that
of drivers
that would
would be informed
be informed about about
reasons reasons
of rampof rampmetermeter operations.
operations. Ramp Ramp metering
metering is mostly
is mostly
used
used in in
thetheUSA;USA; however,
however, several
several European
European applications,
applications, especially
especially in Germany,
in Germany, were were
introduced
introduced as as a prevention
a prevention systemfor
system fortraffic
trafficspeed
speeddropping
dropping and and traffic flow
flow harmonization.
harmoniza-
The
tion. Theramp
rampmetering
meteringoperation
operationin in Germany caused caused aa55% 55%ordinary
ordinary accident
accident reduction
reduction
andand a 65%
a 65% severe
severe accident
accident reduction
reduction on highway
on highway A40 There
A40 [11]. [11]. are
There are several
several critical
critical situ-
situations that characterize ramps, but when an existing
ations that characterize ramps, but when an existing ramp was designed for high trafficramp was designed for high
traffic volumes, whether it is off-ramps or on-ramps, it
volumes, whether it is off-ramps or on-ramps, it can be part of a managed lane systemcan be part of a managed lane
system thanks to the “junction control” technique. Such a
thanks to the “junction control” technique. Such a technique is mainly applied at inter- technique is mainly applied
at interchanges
changes and consists andofconsists
a dynamic of achange
dynamic of change of lane to
lane allocation allocation
handle theto handle the traffic
traffic volume
volume difference
difference between parts,
between roadway roadway parts, especially
especially in light volumes
in light volumes on ramps onandrampshigh and high
vol-
volumes on mainline. From an operational point of view, an
umes on mainline. From an operational point of view, an application of the junction con- application of the junction
trolcontrol technique
technique is for on-ramps,
is for on-ramps, with the withhelptheofhelp
laneof lane control
control signs, the
signs, when when the mainline
mainline up-
upstream right lane is closed to create free-flow traffic on-ramp
stream right lane is closed to create free-flow traffic on-ramp for cars directed to the main- for cars directed to the
line. Nevertheless, in some cases, it can happen that traffic volumes on ramps are higherare
mainline. Nevertheless, in some cases, it can happen that traffic volumes on ramps
higher than on the mainline. In such a scenario, vehicles coming from the on-ramp will
need a flow closer on the mainline. In both cases, road signs represent important equipment
Sustainability 2022, 14, 2915 6 of 16

for a correct junction control operation, and the most commonly used signs are variable
traffic signs and dynamic pavement markings.
The junction control system brings different benefits concerning the ramp type it
operates on. For the off-ramps, junction control results are convenient if it allows high
exiting traffic flow and if there is an available width for an additional exit lane [12,13]. In
the case of on-ramps, junction control is useful if the roadway is characterized by a mainline
with spare capacity. In conclusion, it must be outlined that junction control is a technique
that operates in the best way and needs the cooperation of other techniques such as ramp
metering (especially for on-ramps to improve the merge condition dividing vehicles from
entering ramps) and the “dynamic re-routing”. Such a technique is strongly connected to
drivers’ information devices, and it consists of simple destination sign changes directing
travelers towards an alternative route. Dynamic re-routing achieves a significant efficiency
in combination with junction control systems.
In the mainline, the use of a hard shoulder as a managed lane will cause a continuous
vehicle flow with high collision risk in case of stationary broken-down vehicles or other
objects in the hard shoulder. A permanent video surveillance would be required, especially
for reverse lane use or other temporarily activated systems. Considering such aspects
before the activation of a managed lane, there must be a check to ascertain that there is no
vehicle stopped on the hard shoulder and if necessary, during the operation of HSR, they
must activate a quick process to release the lane.
Fundamental digital equipment to use when a hard shoulder operates as a managed
lane is automatic incident detection systems. To handle traffic flows in the best way,
monitoring and data collection systems must survey real-time vehicle flow and speed,
because on the basis of detected conditions, the dynamic lane could not be activated. Such
devices can be double inductive loops, infrared, microwave sensors, or cameras connected
with detection systems.
Because of the operational changes, drivers’ information techniques have a key role
in safe transitioning; that is why, along the corridor, a device installation of variable
signs indicating closure or release of lanes must occur. Regarding the equipment and
management of a dynamic lane, it is possible to have a classification indicated in Table 2
that suggests criteria to describe dynamic lane management’s service level [9].

Table 2. Dynamic lane management level of service [9].

Core Criteria A B C
Dynamic information
Dynamic information on lane allocation,
Dynamic information
Display of traffic on lane allocation and possibility of speed
on lane allocation
information (support) possibility of speed limit, and extra
(arrows on VMS)
limit information
(overtaking ban, etc.)
Semi-automatic via Automatic via
Manual via traffic
Monitoring traffic officers and/or cameras, loops, and
officers and/or police
police cameras sensors
Physical, cameras,
Physical and trough
Safeguarding Physical and automatic
cameras
detection
Manual and based on
Activation and Manual and
Manual decision support
deactivation remote-controlled
systems
Service periodically Service 24/7 ensured,
Operational Extended availability
ensured during when needed (in case
availability when required
critical periods of major events)

When the hard shoulder becomes a managed lane, if a vehicle decides to stop for
various reasons and the refuge area is too far, it will stop in an opened lane becoming
 Sustainability
Sustainability 14,14,
2022,
2022, 2915 PEER REVIEW
x FOR 7 of
7 of 1616

a dangerous obstruction for other vehicles. To handle this problem safely and rapidly,
camera and monitoring system installation is required in order to communicate quickly
camera and monitoring system installation is required in order to communicate quickly
with drivers, informing them about such events. The most challenging scenario that can
with drivers, informing them about such events. The most challenging scenario that can
occur concerns accidents and vehicle flow deviation management. First of all, it must be
occur concerns accidents and vehicle flow deviation management. First of all, it must be
analyzed how much width will be required to conduct the interventions to establish how
analyzed how much width will be required to conduct the interventions to establish how
many lanes must be closed, considering that the dynamic lane’s width could not be
many lanes must be closed, considering that the dynamic lane’s width could not be enough.
enough. To ensure a high level of safety, traffic flow deviation management must be as
To ensure a high level of safety, traffic flow deviation management must be as gradual
gradual as possible. This situation means that if space occupied by broken vehicles or the
as possible. This situation means that if space occupied by broken vehicles or the one
one involved in accidents covers more than one lane, traffic flow deviation must be ap-
involved in accidents covers more than one lane, traffic flow deviation must be applied
plied gradually for every single lane. In Figure 4, there is an example of traffic flow devi-
gradually for every single lane. In Figure 4, there is an example of traffic flow deviation
ation when interventions or accidents cover two lanes:
when interventions or accidents cover two lanes:

Figure 4.4.
Figure Traffic
Trafficflow
flowdeviation
deviationmanagement
managementwith
withtwo
twooccupied
occupiedlanes
lanes[9].
[9].

However,there
However, theremust
mustbebeenough
enoughvariable
variablesigning
signingininCM CMroadway
roadwaysections
sectionstotoensure
ensure
that drivers receive adequate guidance. Therefore, in order to reduce
that drivers receive adequate guidance. Therefore, in order to reduce as much as possible as much as possible
allallrisks
riskslinked
linkedtoto collision,
collision, the
the strategy
strategy toto
bebe applied
applied consists
consists ofof minimizing
minimizing and
and removing
removing
(wherepossible)
(where possible)the
thefrequency
frequencyofofmaintenance
maintenanceinterventions
interventions and
and site
site visit
visit requirements,
requirements,
utilizingitems
utilizing items and
and assets
assets with
with lowlow maintenance
maintenance requirement.
requirement. Moreover,
Moreover, refuge
refuge areas areas
at
up to 2.5 km intervals must be realized to provide a safe place for vehicles to stop in stop
at up to 2.5 km intervals must be realized to provide a safe place for vehicles to an
in an emergency
emergency or breakdown,
or breakdown, and the
and the number number of
of motorway motorway
service service
areas must areas must
be increased [14].be
increased [14].
Acknowledging previous considerations, the activation of dynamic lane manage-
ment into Acknowledging
a hard shoulderprevious
mustconsiderations,
be scheduled and the activation of dynamic
planned rigorously tolane management
ensure safe op-
into a hard shoulder must be scheduled and planned rigorously to
eration. From the analysis of different aspects needed to activate a lane dynamic manage- ensure safe operation.
Fromthere
ment, the analysis
arises thatofdrivers’
different aspects needed
information devices torepresent
activate aa lane dynamic
key role. management,
Such instruments
there arises that drivers’ information devices represent a key role. Such instruments are
are the basis for lane management system efficiency, so they must be handled in the best
the basis for lane management system efficiency, so they must be handled in the best
way both from an economic and operational point of view. The main characteristic to be
way both from an economic and operational point of view. The main characteristic to
considered regards their placing according to the roadway’s geometric layout. For a geo-
be considered regards their placing according to the roadway’s geometric layout. For
metric layout characterized by a high number of curves, it is expected to find a higher
a geometric layout characterized by a high number of curves, it is expected to find a
number of information display devices compared to a roadway whose geometric layout
higher number of information display devices compared to a roadway whose geometric
has fewer curves with longer sight distances available. There is no homogeneous criterion;
layout has fewer curves with longer sight distances available. There is no homogeneous
for instance, in the Netherlands and M42 (UK), information devices are placed on average
criterion; for instance, in the Netherlands and M42 (UK), information devices are placed
every 500 m. However, after M42 roadway implementation in England, future managed
on average every 500 m. However, after M42 roadway implementation in England, future
lanes will have to be equipped with information and detection devices spaced by a mini-
managed lanes will have to be equipped with information and detection devices spaced by
mum distance of 800 m and a maximum of 1 km.
a minimum distance of 800 m and a maximum of 1 km.
AAhard
hardshoulder
shoulderdynamic
dynamicmanagement
management operation
operation is is shown
shownin inFigure
Figure5 5[15].
[15].First
Firstofofall,
all, a hard shoulder can be recognized thanks to the existing solid white
a hard shoulder can be recognized thanks to the existing solid white line, then drivers mustline, then drivers
must
pay pay attention
attention to signals
to signals displayed,
displayed, because
because the transition
the transition in a in a hard
hard shoulder
shoulder is al-
is allowed
lowed only when it is signed as open. Standard signals used for indicating the opening of
 22, 14, x FOR PEER REVIEW 8 of 17

Sustainability 2022, 14, 2915 8 of 16

must pay attention to signals displayed, because the transition in a hard shoulder is al-
lowed only when it is signed as open. Standard signals used for indicating the opening of
only when it is signed as open. Standard signals used for indicating the opening of a hard
a hard shoulder are a red “X” when a dynamic lane is not active, while the hard shoulder
shoulder are a red “X” when a dynamic lane is not active, while the hard shoulder will
will result as opened
resultwhen the display
as opened willdisplay
when the show the
will mandatory speed value
show the mandatory speed(established
value (established by
by police) to drive
police) to drive in such lane. In case of a breakdown, the driver musttotry
in such lane. In case of a breakdown, the driver must try reach the the closest
to reach
closest refuge area. If this
refuge is not
area. possible,
If this they must
is not possible, theyattempt to leave
must attempt the roadway.
to leave the roadway.

(a) (b)
Figure 5. Usual dynamic 5. Usual
Figure lane dynamic lane
management management
signals for hardsignals for hard
shoulder, shoulder,
source (a): it is not
(note shoulder onpossible
the use the
left and speed unit’slane;
mph initUK)
(b): [15]. use the lane with a maximum speed of 60 mph (note shoulder on the left and
is possible
speed unit’s mph in UK), source [15].
One of the main advantages of the activation of the speed harmonization plan when
One of the main advantages of the activation of the speed harmonization plan when a
a hard shoulder is used as a managed lane is user compliance. In fact, according to speed
hard shoulder is used as a managed lane is user compliance. In fact, according to speed
data collected in twelve pointsinfor
data collected each
twelve direction
points for eachindirection
M42 roadway in Birmingham
in M42 roadway (Eng- (England),
in Birmingham
land), there was athere
compliance of 94% for the speed limit range 80–110 km/h, while
was a compliance of 94% for the speed limit range 80–110 km/h, while when the when
the speed limit was reduced
speed to 65
limit was km/h, to
reduced user’s compliance
65 km/h, decreaseddecreased
user’s compliance to 84% [11] Usually,
to 84% [11] Usually, the
the speed limit established
speed limit in a hard shoulder
established in a hard is less than
shoulder in other
is less than inlanes.
other The
lanes.M42
Thespeed
M42 speed limit
limit is mainly 80 is mainly
km/h 80 km/h.
or 65 km/h or 65 km/h.
Despite the Despite the little difference
little difference of such
of such speed speed
limit limit values, a
values,
compliance of 97% was recorded for the first limit and a
a compliance of 97% was recorded for the first limit and a compliance of 93% was recordedcompliance of 93% was recorded
for the second one. for the second one.
Considering the different techniques employed to enhance the use of the hard shoulder
Considering the different techniques employed to enhance the use of the hard shoul-
as a managed lane, it is possible to classify them, as in Table 3, indicating the prerequisites,
der as a managedaffinities,
lane, it isand
possible to classify
complementary them,respectively.
aspects, as in Table 3, indicating the prereq-
uisites, affinities, and complementary aspects, respectively.
Table 3. Relations between managed lane techniques [11].
Table 3. Relations between managed lane techniques [11].
Hard Shoulder Speed Ramp Dynamic
TECHNIQUE Queue Warning Junction Control
Hard Shoulder Speed
Running Harmonization Junction Ramp Metering DynamicRe-Routing
QUE Queue Warning
Running Harmonization
Speed Control SpeedMetering Re-Routing
harmonization,
Speed harmoni-harmonization,
queue warning, Queue warning,
Speed harmoniza- junction control, Dynamic traveler
junction control,
COMPLEMENTARY Queue warning zation,
re-routing, speed traveler
information, Queue Queue
warning warn-
tion,
ORqueue warn- ramp metering,
SUPPORTING and traveler harmonization, ramp metering, and traveler
hard shoulder
MEN- dynamic Dynamic re-and traveler
information
information, hard shoulder
ing, junction
information
running, and
ing, TECHNIQUE
junction con- re-routing, Queue warn- traveler
Queue warning routing, speed
traveler
ramp metering,
information running, dynamic control, hardinformation
trol, ramp metering, ingand
re-routing, and trav-
and traveler
information, and in- harmonization, hard shoulder
incident response shoulder run-
dynamic re-routing, incident response eler infor-
ING formation and traveler in- running, dy- ning, and
traveler infor- mation
QUE formation namic re-rout- traveler infor-
mation, and inci- 3. Considerations and Methods
ing, and inci- mation
dent response When any innovation or intervention must be implemented, it requires adequate
dent response
experimentation with high costs in many cases, then it is useful to use simulation methods
using specific software to evaluate and forecast their effects [12,13]. In case of interventions,
3. Considerationssuch
andasMethods
the construction of new roadway infrastructures or new configurations, such as
the dynamic
When any innovation or lane that significantly
intervention must bealters vehicles traffic,
implemented, depending
it requires on the ex-
adequate degree of the
investigations and inputs details, and on the accuracy of obtained
perimentation with high costs in many cases, then it is useful to use simulation methods results, simulation can
be distinguished generally into two categories: macro-simulation and
using specific software to evaluate and forecast their effects [12,13]. In case of interven- micro-simulation.
Macro-simulation is often used for the evaluation of vehicle traffic flow during critical
tions, such as the construction of new roadway infrastructures or new configurations,
hours of the day; therefore, a macro-simulator examines and processes parameters and
such as the dynamic lane that significantly alters vehicles traffic, depending on the degree
of the investigations and inputs details, and on the accuracy of obtained results, simula-
tion can be distinguished generally into two categories: macro-simulation and micro-sim-
ulation. Macro-simulation is often used for the evaluation of vehicle traffic flow during
Sustainability 2022, 14, 2915 9 of 16

Sustainability 2022, 14, x FOR PEER REVIEW 9 of 16

medium quantities based on statistical behavior data and physical laws. The aggregation of
vehicles characterizes its effectiveness flows, moving from one point to another, and such a
and such a process
simulation simulation canprocess
be carried can out
be carried
according out to
according to vehicle
vehicle type and peaktype andand soft
peakhours,
and
soft hours,aproviding
providing a series of indications
series of indications such as average such speeds,
as average speeds,hourly
expected expected andhourly and
daily traffic
daily traffic
flows, flows,
or service or service
levels. levels. Micro-simulation
Micro-simulation models aremodels are tools functional
tools functional for effect
for effect evaluation
evaluation
when when the
the survey surveyisobjective
objective focusedison focused on the
the entire entire distribution
distribution of targetofvariables
target varia- and
bles and not only on average values [16]. The micro-simulator allows
not only on average values [16]. The micro-simulator allows to analyze and process each to analyze and pro-
cess eachmovement
vehicle’s vehicle’s movement
on networks on networks
instant by instant by instant,
instant, and it isand it is on
based basedlaws onrelated
laws re-to
lated to vehicle motion and driver’s behavior [17]. Implementation
vehicle motion and driver’s behavior [17]. Implementation of an HSR is an intervention of an HSR is an inter-
vention to
applied applied
a contextto acharacterized
context characterized
by manyby many variables
variables related torelated
vehicletomovements
vehicle move- and
ments andfeatures
geometric geometric features
of the road of the road
section. Thesection. The microsimulation
microsimulation software used software
in theused in
present
the present
study is VISSIMstudy is VISSIM
(Verkehr (Verkehr In Stadten–SIMulation)
In Stadten–SIMulation) (Figure 6). It(Figure
can carry 6). out
It can carry out
multi-modal
multi-modaltraffic
microscopic microscopic trafficwhich
simulations, simulations,
means which meansallows
that VISSIM that VISSIM
multiple allows
trafficmultiple
types to
traffic types to provide numerous application contexts (highway,
provide numerous application contexts (highway, freeway, urban). Vehicle interaction is freeway, urban). Vehicle
interaction
the is thetool
most critical most critical tool of microsimulation.
of microsimulation. In order to conduct In order to conduct
an accurate an accurate
analysis, VISSIM
models the stochastic movement of each vehicle, and before the simulationthe
analysis, VISSIM models the stochastic movement of each vehicle, and before simula-
begins, the
tion begins,
software the software
requires requires
the definition ofthe definition
several of several
parameters. parameters.
Then, Then, it is recom-
it is recommended to carry
mended
out to carry
the studies in out
smalltherange
studies in small
areas range the
to calibrate areas to calibrate
models with athe high models
detail with
level a[18].
highIn
detail
the caselevel [18]. In regarding
of analysis the case ofHSR analysis regarding
activation, thereHSRare activation, thereofare
different ways differentthrough
modeling ways
of modeling
VISSIM; through VISSIM;
for instance, considering for instance,
a scenario considering
where a hard a scenario
shoulderwhere a hardexists,
already shoulderlane
already exists,configurations
management lane management configurations
are various, are various,
so a managed so a be
lane can managed
set as alanelanecan be set
belonging
asthe
to a lane
base belonging
model but to closed
the base model buton
depending closed
signaldepending on signal changes [19].
changes [19].

Figure6.
Figure 6. Example
Example of VISSIM interface.

Vehicles
Vehiclesconflict
conflict analysis
analysis represents the key key aspect
aspectfor
forthetheevaluation
evaluationofoftraffic
trafficsafety
safety
aspects
aspects [20], and in addition to VISSIM being able to define vehicles’
and in addition to VISSIM being able to define vehicles’ trajectories, an esti- trajectories, an
estimation
mation of the number and type of conflict can be studied with other software. One of theof
of the number and type of conflict can be studied with other software. One
the methods
methods applied
applied forfor conflict
conflict analysis
analysis is the
is the Surrogate
Surrogate Safety
Safety Assessment
Assessment Model(SSAM),
Model (SSAM),
which
whichisisable
able to
to estimate
estimate the conflict
conflict number
number on on the
the basis
basisof ofmultiple
multiplevehicles’
vehicles’trajectories
trajectories
produced
producedby byVISSIM
VISSIM[20].
[20].There
Thereare aretwotwomain
mainparameters
parameters that can
that bebe
can obtained
obtained fromfromvehicle
ve-
trajectories identified
hicle trajectories as conflicts:
identified time time
as conflicts: to collision (TTC)
to collision and post
(TTC) encroachment
and post encroachment time
(PET). The former
time (PET). represents,
The former in relation
represents, to two
in relation vehicles
to two speed,
vehicles position
speed, position and andtrajectory
trajec-
successive time instants, the minimum collision time interval that
tory successive time instants, the minimum collision time interval that occurs. Reduced occurs. Reduced TTC
values define elevated collision probability, and the highest TTC value
TTC values define elevated collision probability, and the highest TTC value is infinite (i.e.,is infinite (i.e., no
chance of collision) while the minimum is equal to zero (i.e., collision
no chance of collision) while the minimum is equal to zero (i.e., collision occurrence). The occurrence). The
latter
latterdefines
definesthe thetime
timeinterval
intervalthat
thatoccurs
occurswhenwhena avehicle
vehiclereaches
reaches thethe
last position
last position occupied
occu-
by theby
pied first
thevehicle after the
first vehicle last
after theleft it,left
last andit,when PET isPET
and when equal to zerotoazero
is equal real acollision occurs.
real collision
022, 14, x FOR PEER REVIEW 10 of 16

occurs. In conclusion, after previously cited parameters are set, SSAM will provide conflict
counts,
Sustainability 2022, classifying
14, 2915 their type on the basis of conflict angle (α): 10 of 16

• REAR END; α < 30°: conflict where both vehicles are in the same direction;
• CROSSING; α > 85°: crossing conflict;
• In conclusion,
LANE CHANGE; 30° α < after previously
85°: conflicts cited parameters
between vehicles are set, SSAM
moving fromwill
the provide conflict counts,
same direc-
tion. classifying their type on the basis of conflict angle (α):
• rear end; α < 30◦ : conflict where both vehicles are in the same direction;
A critical issue related to microsimulation and especially in the case of HSR is the one
• crossing; α > 85◦ : crossing conflict;
related to the “driving
• culture”
lane change; that
30◦ αmust
< 85◦ :not be confused
conflicts with “driving
between vehicles behavior”.
moving from the sameThe
direction.
latter is characterized by several models in literature that can be implemented in the mi-
A critical issue related to microsimulation and especially in the case of HSR is the
cro-simulation. Inone thisrelated
paper,towe theused the Wiedemann’s
“driving culture” that must psychophysical
not be confusedperception
with “drivingmod-behavior”.
els for car-following and lane changing. These models are ultimately related to
The latter is characterized by several models in literature that can be implemented the road in the
typology. However, in order to account
micro-simulation. In thisfor the different
paper, we used driving culture ofpsychophysical
the Wiedemann’s a specific coun-perception
try, in VISSIM, itmodels
is possible to set calibration
for car-following and lane parameters
changing. (i.e.,
Thesefront-to-rear spacing, de-
models are ultimately related to the
sired acceleration,roadetc.)typology. However,
that affect in order to account
the “aggressiveness” for theof
degree different
drivingdriving
maneuvers cultureon
of a specific
country, in VISSIM, it is possible to set
the basis of monitoring surveys and data collected for the case study.calibration parameters (i.e., front-to-rear spacing,
desired acceleration, etc.) that affect the “aggressiveness”
Another driving micro-simulation issue relevant to the present study was the com- degree of driving maneuvers on
the basis of monitoring surveys and data collected for the case study.
pliance to speed limits. The distribution of the desired speed with the standard speed limit
Another driving micro-simulation issue relevant to the present study was the compli-
of 130 km/h was ancedefined referring
to speed limits.toThe
actual data, while
distribution of thethe speed
desired distribution
speed when the
with the standard speed limit
speed limit is set of
at 130
90 km/h
km/hwas was supposedly due to
defined referring to actual
the unavailability
data, while the ofspeed
data. distribution when the
speed limit is set at 90 km/h was supposedly due to the unavailability of data.
4. Case Study: Catania Ring Road
4. Case Study: Catania Ring Road
Catania ring road is positioned in the west area of the city, and it is characterized by
Catania ring road is positioned in the west area of the city, and it is characterized by
a length corresponding to 24 km; this roadway represents a crucial connection of Sicilian
a length corresponding to 24 km; this roadway represents a crucial connection of Sicilian
highways. In this work, various scenarios were analyzed through application of VISSIM
highways. In this work, various scenarios were analyzed through application of VISSIM
microsimulation microsimulation
software. In thesoftware.
model, the area
In the between
model, Sanbetween
the area Giovanni SanGalermo
Giovanniand Galermo and
Gravina . Figure 7Gravina.
reportsFigure
an overview of the case study object.
7 reports an overview of the case study object.

(a) (b)
Figure 7. Catania ring road:
Figure (a) highway
7. Catania view;
ring road: (a)(b) satellite
highway image.
view; (b) satellite image.

In order to realizeToa realize

modelathat
model that represents
represents the studied
the studied context
context correctly,
correctly, it was
it was carried out as a
carried
traffic
out as a traffic survey. survey.

• • Traffic
Traffic data could data could
be resumed in be resumed
terms in terms
of average of average
annual dailyannual
trafficdaily trafficand
(AADT) (AADT) and
heavy goods vehicles (HGV), both expressed in vehicle quantity number, reported
heavy goods vehicles (HGV), both expressed in vehicle quantity number, reported
below: AADT = 67,351 vehicle/day.
below: AADT = 67,351 vehicle/day.
• HGV = 3295 vehicle/day.
• HGV = 3295 vehicle/day.
Then, the average daily traffic (AADT) was calculated as 8% of AADT, and it was
Then, the average
equal todaily traffic
5388.08 (AADT) was calculated as 8% of AADT, and it was
vehicles.
equal to 5388.08 vehicles.
The objective of this work was the evaluation of safety effects with the activation of a
The objectivemanaged
of this work
lane inwas
the the evaluation
existing of safety
hard shoulder. effects with
However, the the
to obtain activation
optimalof
operational
a managed lane incondition
the existing hard
of this shoulder.
service, However,
several to obtain
simulations the optimaland
were conducted, operational
each scenario was
characterized
condition of this service, severalbysimulations
specific conditions, dependingand
were conducted, on maximum
each scenariospeed and
was capacity and
char-
acterized by specific conditions, depending on maximum speed and capacity and consid- managed
considering two cases: managed lane during activation (2 + 1 lanes) phase and
ering two cases: managed lane during activation (2 + 1 lanes) phase and managed lane
14, x FOR PEER REVIEW 11 of 16

already
Sustainability activated
(3 lanes). For each case, three main scenarios depending on capacity
2022, 14, 2915 11 of 16
parameter were implemented: maximum capacity, 80%, and 60% of maximum capacity;
then, for each capacity parameter, three simulations were carried out, establishing two
lane already
maximum speed cases: activated
90 km/h, 130(3km/h
lanes).(Table
For each
4).case, three main scenarios depending on capacity
parameter were implemented: maximum capacity, 80%, and 60% of maximum capacity;
then, for each capacity parameter, three simulations were carried out, establishing two
Table 4. Traffic volume data.
maximum speed cases: 90 km/h, 130 km/h (Table 4).
Posted Speed: 90–130 km/h
Table 4. Traffic volume data.
N° Lanes Max 80% 60%
Posted Speed: 90–130 km/h
N◦ Lanes Traffic Volume Traffic Volume Traffic Volume
Max Traffic Volume 80% Traffic Volume 60% Traffic Volume
2; 3; 2 + 1 (opening) 2 + 1 (closing) 5382 4305 3229
2; 3; 2 + 1 (opening) 2
5382 4305 3229
+ 1 (closing)
For each microsimulation, a TRJ file was created, and afterwards, it was uploaded on
SSAM to evaluate conflict numbers
For each and types,
microsimulation, limited
a TRJ in created,
file was the following ranges of
and afterwards, TTCuploaded
it was and
PET: on SSAM to evaluate conflict numbers and types, limited in the following ranges of TTC
• 0.1 s < TTC <and
5 s;PET:
• 0.1 s < PET < •3.5 s.
0.1 s < TTC < 5 s;
• 0.1 s < PET < 3.5 s.
The entire process
Theisentire
illustrated
processin the following
is illustrated flowchart
in the following in Figure
flowchart 8. 8.
in Figure

Figure 8. SimulationFigure
process flowchart.
8. Simulation process flowchart.

Calibration of the Model

Calibration of the Model
Calibration and validation of the model represents a fundamental phase of microsimu-
Calibration and validation
lation of to
process, due thethemodel represents
fact that a fundamental
it ensure result phase
validity [20,21]; of microsim-
therefore, it is typically
ulation process, due to the factbythat
characterized it ensure
following result validity [20,21]; therefore, it is typically
phases:
characterized by following
• phases:
Identification of calibration parameters;
• Identification• of calibration
Calibration targets setting;
parameters;
• Calibration and validation with multiple trial runs comparing modeled results with
• Calibration targets setting;
observed data.
• Calibration and validation with multiple trial runs comparing modeled results with
Considering that data uploaded into the model are aggregate values (time-based
observed data.station detected traffic flow, input capacity), in order to obtain model validation, the GEH
Considering that data uploaded into the model are aggregate values (time-based sta-
tion detected traffic flow, input capacity), in order to obtain model validation, the GEH
statistic was used. GEH is a modified chi-squared statistic that incorporates both relative
Sustainability 2022, 14, 2915 12 of 16

statistic was used. GEH is a modified chi-squared statistic that incorporates both relative
Sustainability 2022, 14, x FOR PEER REVIEW 12 of 16
and absolute differences to compare modeled and observed traffic volumes. GEH index
must be less than 5 for more than 85% of the measurement locations [22,23].
GEH was calculated with the following equation:

2 (2M𝑀−−C𝐶
s
𝐺𝐸𝐻 )2
==
(1)
GEH (1)
M𝑀++C𝐶
where,
where,
CC== observed
observed traffic
trafficvolume
volume(veh/h);
(veh/h);
M = simulated traffic volume
M = simulated traffic volume (veh/h).(veh/h).
Observations were
Observations were made
made atat the
the beginning
beginning andand at
at the
the end
end ofof the
the simulation
simulation section,
section,
andthe
and theGEH
GEHindex
indexvalue
valuewaswascalculated
calculatedas asthe
the average
average over
over five
fivedifferent
differentsimulations,
simulations,to
to
account for the random variability of results
account for the random variability of results [24,25]. [24,25].
Figure 99 shows
Figure shows thethe observed
observedfree freeflow
flowspeed
speedofofpassenger
passenger cars and
cars thethe
and assumed
assumedde-
sired speed distribution in VISSIM when the speed limit is set at 130 km/h
desired speed distribution in VISSIM when the speed limit is set at 130 km/h (V130), as in (V130), as in
thestandard
the standardconditions
conditionsor oratat90
90km/h
km/h (V90) as assumed for HSR HSR management.
management.

Figure 9. Free flow speed of passenger cars. Observed (Observed 130) vs. simutated (V130) at 130
Figure 9. Free flow speed of passenger cars. Observed (Observed 130) vs. simutated (V130) at
km/h speed limit. Simulated (V90) at 90 km/h speed limit.
130 km/h speed limit. Simulated (V90) at 90 km/h speed limit.

Table 55 shows
Table shows thethe parameters
parameterschanged
changedininthe thecalibration process,
calibration comparing
process, comparing thethe
de-
fault and calibrated values applied after the manual calibration carried out
default and calibrated values applied after the manual calibration carried out to complyto comply with
the GEH
with criterion.
the GEH criterion.
Wiedemann 74 and 99 car-following models are in many ways similar. Some of the
thresholds
Table in thevalues
5. Parameter W99 areuseddefined in acalibration.
in manual different (sometimes, simpler) way to model free-
way traffic, while W74 has a larger desired safety distance at lower speeds [26]. We used
VISSIM Parameters W74 Default Values Set Value
W74 because the case study was applied to an urban motorway in overcrowding peak-
Average standstill
hours, considering distance
the high traffic volume and the2.00 Catania ring road’s most1.20frequent level
ofAdditive
service.part of desired
Within safety
the traffic distance the HSR opening–closing
simulation, 2.00 1.80 a specific
phases needed
calibration for the W74 model just for the parameters indicated by Table 5 and the free
flowWiedemann
speed distributions
74 and 99in car-following
Figure 9. models are in many ways similar. Some of the
thresholds in the W99 are defined in a different (sometimes, simpler) way to model freeway
Table 5.while
traffic, Parameter
W74 values used indesired
has a larger manualsafety
calibration.
distance at lower speeds [26]. We used W74
because the case study was applied to an urban motorway in overcrowding peak-hours,
VISSIM Parameters W74 Default Values Set Value
considering the high traffic volume and the Catania ring road’s most frequent level of
Average standstill distance 2.00 1.20
service. Within the traffic simulation, the HSR opening–closing phases needed a specific
Additive part of desired safety distance 2.00 1.80
Sustainability 2022,
Sustainability 2022, 14,
14, xx FOR
FOR PEER
PEER REVIEW
REVIEW 13 of
13 of 16
16

Sustainability 2022, 14, 2915 13 of 16

5. Results
5. Results
In this
In this section,
section, we we report
report thethe results
results that
that can
can bebe obtained
obtained fromfrom aa microsimulation
microsimulation
calibration for the W74 model just for the parameters indicated by Table 5 and the free flow
study to
study to analyze
analyze the the operational
operational and and safety
safety performance
performance of of HSR
HSR management,
management, consider-
consider-
speed distributions in Figure 9.
ing the
ing the different
different scenarios
scenarios discussed
discussed in in the
the previous
previous chapters
chapters andand shown
shown in in Table
Table 4. 4.
Figures 10
Figures
5. Results 10 and
and 11 11 show
show results
results related
related to to the
the operational
operational performance
performance of of different
different
speeds and
speeds and traffic
traffic flow
flow decisions
decisions to to activate
activate thethe left
left shoulder
shoulder as as the
the third
third running
running lane.lane.
In this section, we report the results that can be obtained from a microsimulation study
The reduction
The reduction of of the
the posted
posted speed,
speed, before
before the
the opening
opening of of the
the HSR
HSR (i.e.,
(i.e., two-lane
two-lane scenario)
scenario)
to analyze the operational and safety performance of HSR management, considering the
leads always
leads always to to lower
lower operational
operational performances
performances because
because of of aa reduction
reduction in in the
the average
average
different scenarios discussed in the previous chapters and shown in Table 4.
running speed
running speed in in all
all the
the traffic
traffic conditions
conditions (Figure
(Figure 10)10) and
and an
an increase
increase of of the
the time
time spent
spent in
in
Figures 10 and 11 show results related to the operational performance of different
the queue
the queue from from 0.11
0.11 minmin toto 0.56
0.56 min
min atat the
the maximum
maximum traffic
traffic volume.
volume. The The opening
opening of of the
the
speeds and traffic flow decisions to activate the left shoulder as the third running lane. The
HSR (i.e.,
HSR (i.e., three
three lanes)
lanes) brings
brings itsits effects
effects mainly
mainly in in the
the occupational
occupational rate rate (Figure
(Figure 11) 11) and
and
reduction of the posted speed, before the opening of the HSR (i.e., two-lane scenario) leads
time spent
time
always spent in queue
in
to lower queue that becomes
that
operational becomes neglectable
neglectable
performances also at
also
because atofthe
the maximumintraffic
maximum
a reduction traffic flow. running
flow.
the average
Therefore,
Therefore, from
from an
an operational
operational point
point of
of view,
view, any
any speed
speed reduction
reduction
speed in all the traffic conditions (Figure 10) and an increase of the time spent in the obtains
obtains aa worse
worse
queue
level
level of
of service,
service, as
as expected
expected [27–29].
[27–29].
from 0.11 min to 0.56 min at the maximum traffic volume. The opening of the HSR (i.e.,
The
threeThelanes)main
main benefits
benefits
brings of aa reduced
of
its effects reduced
mainly in speed
speed have been
have been observed
the occupational observed in terms
in
rate (Figure terms
11) and oftime
of reduction
reduction in
spent in
in
the
the number
number and
and severity
severity of
of traffic
traffic conflicts
conflicts (Figure
(Figure
queue that becomes neglectable also at the maximum traffic flow. 12).
12).

Figure 10.
Figure
Figure 10. Average
10. Average speed
Average speed comparison.
speed comparison.
comparison.

Figure
Figure 11.
11. Lane
Lane occupancy
occupancy rate.
rate.
Sustainability 2022, 14, 2915 14 of 16

Therefore, from an operational point of view, any speed reduction obtains a worse
level
Sustainability 2022, 14, x FOR PEER REVIEW of service, as expected [27–30]. 14 of 16
The main benefits of a reduced speed have been observed in terms of reduction in the
number and severity of traffic conflicts (Figure 12).

Figure 12. Conflicts quantity

Figure 12. quantity comparison.
comparison.

At
At the
the maximum
maximum traffic
trafficvalue,
value,the
the90
90km/h posted speed
km/h posted speed leads
leads to
to aa reduction
reduction of
of about
about
25%
25% in the number of conflicts in the most critical transition phase of the HSR closing. The
in the number of conflicts in the most critical transition phase of the HSR closing. The
improvement
improvement is is reduced
reduced toto about
about 5%
5% less
less traffic
traffic conflicts
conflicts when
when the
the closing
closing is
is activated
activated at
at
80% of the maximum traffic flow, to become negligible at 60%. In the opening
80% of the maximum traffic flow, to become negligible at 60%. In the opening phase, at phase, at
reduced
reduced speed
speedand
andtraffic
trafficvolume,
volume,there areare
there always
alwaysmore conflicts,
more probably
conflicts, caused
probably by the
caused by
higher traffic density than at the maximum speed of 130 km/h. In terms of severity, the
the higher traffic density than at the maximum speed of 130 km/h. In terms of severity,
lower posted speed leads at a lower speed differential from 19 km/h to 11 km/h as average
the lower posted speed leads at a lower speed differential from 19 km/h to 11 km/h as
values comparing 130 and 90 speed limit scenarios, respectively.
average values comparing 130 and 90 speed limit scenarios, respectively.
6. Conclusions
6. Conclusions
The aim of the paper was to present an overview of implementation issues for HSR and
Thewith
to show, aim aofreal
thecase
paper washow
study, to present an overview
micro-simulation of implementation
tools can be applied toissuescompare for both
HSR
and to show, with a real case study, how micro-simulation tools can
operational and safety performances in different traffic and speed management scenarios.be applied to compare
bothurban
The operational
motorwayand safety
of the performances
metropolitan in different
area traffic
of Catania and
is a speedexample
typical management sce-
of a large
narios. The urban motorway of the metropolitan area of Catania is
city characterized by elevated traffic flow, where the existing road infrastructure leadsa typical example of a
large city characterized by elevated traffic flow, where the existing
to congestion phenomena due to a reduced number of running lanes. In this case, HSR road infrastructure
leads to congestion
allowed to increase phenomena
capacity throughdue tothea reduced
use of annumber
existingofhardrunning lanes.with
shoulder In this case,
limited
HSR allowed
costs. However, tosuch
increase capacityneeds
intervention through the use
proper of antoexisting
analysis evaluate hard shoulder with
consequences lim-
of traffic
ited costs. However, such intervention needs proper analysis to evaluate
safety and operational performance, especially in the most critical phases of HSR closing. consequences of
traffic safety and operational performance, especially in the most critical
A microsimulation was carried out in order to obtain a forecasting estimation of potential phases of HSR
closing. Aimplementing
conflicts, microsimulation was carried
different out inscenarios
conceptual order to obtain a forecasting
of operational estimation
management andof
potential conflicts,
considering differentimplementing
speed managementdifferentandconceptual scenarios
traffic flow values.of Results
operational
showedmanage-
that,
ment and
beyond considering
capacity rise, duedifferent speedinmanagement
to the increase the number ofand lanes,traffic
posted flow
speedvalues. Results
and selection
showed
of traffic that, beyond
conditions forcapacity
openingrise,
and due to the
closing increase
of the shoulderin the
playsnumber of lanes,
a critical role for posted
both
speed and
safety and operational
selection of levels
trafficofconditions
service. for opening and closing of the shoulder plays a
critical
Forrole
the for both safety
activation and
of the operational
HSR, the speedlevels of service.
reduction and opening, near to the maximum
For the
capacity, activation
showed of the
the best HSR, in
results theterms
speedofreduction and and
operational opening,
safety near to the
effects maximum
because the
capacity, showed the best results in terms of operational and safety effects because the
reduced conflict number and severity compensate for the increase in congestion due to
the reduced speed.
Sustainability 2022, 14, 2915 15 of 16

reduced conflict number and severity compensate for the increase in congestion due to the
reduced speed.
For the closing of the HSR, 60% of the traffic flow returned the best safety result
at 90 km/h for the reduced number and severity of conflicts. Anyway, the operational
performance was penalized by the reduced average running speed.
Ultimately, with this study, it was possible to prove how HSR represents not only a
strategy for roadway capacity increase, but a valid intervention for traffic conflict reduction,
because with three lanes opened, the number of conflicts dropped drastically, as confirmed
by the safety improvement in HSR already in operation [15].
The results presented in the paper cannot be considered conclusive because other
intermediate conditions of speed reduction and traffic flow can be analyzed.
The case study has some limitations because the simulation was carried out in a simple
uniform section without interchanges and only in normal traffic flow conditions without
unexpected events (e.g., accidents and broken-down vehicles).
The Wiedman 74 car following model was preferred, assuming a driver behavior
similar to that in urban areas. Application of W99 in freeway conditions and further
parameter calibration could be tested, as well. Moreover, it is worthy to note that the speed
distribution, when the posted speed is set at 90 km/h (Figure 9), is hypothetical because of
the lack of actual data and assumed high percentage of speeds over the limit, as is usual
when active speed enforcement systems are not applied. Indeed, in smart roads, there is
the opportunity to monitor the vehicle speeds in order to better enforce the driver behavior
to comply with the posted speed limits.

Author Contributions: Conceptualization, methodology: S.C., T.G. and A.D.G.; simulations: A.S.;
writing: G.P. and A.S.; review and editing: S.C., T.G. and A.D.G. All authors have read and agreed to
the published version of the manuscript.
Funding: This work has been partially financed by the University of Catania within the project
TIMUC and by the PRIN within the project USR342.
Institutional Review Board Statement: Not applicable.
Informed Consent Statement: Not applicable.
Data Availability Statement: The data presented in this study are available on request from the
corresponding author. The data are not publicly available due to a Non-Disclosure Agreement.
Acknowledgments: This work was related to the D.D. 407 of 27 February 2018 “AIM—Attrazione
e Mobilità Internazionale” issued by the Italian Ministry of Education, University, and Research in
implementation of Action I.2 “Mobilità dei Ricercatori” Asse I—PON R&I 2014–2020, taking into
account the written amendment procedure of the PON R&I 2014–2020, pursuant to articles 30 and 90
of Regulation (EU) 1303/2013 started on 21 February 2018 as well as the relevant implementation
regulations).
Conflicts of Interest: The authors declare no conflict of interest.

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