Traffic Management Plan-Traffic Emergency Management Plan

POLITECNICO DI MILANO
TRANSPORT RISK MANAGEMENT IN EMERGENCY
PLANNING
Prof. Giovanna Marchionni
Prof. Paolo Gandini
Prof. Marco Ponti
Daniel Jalili 832852
2015-2016

Contents
INTRODUCTION .....................................................................................................................................................3
TMP (TRAFFIC MANAGEMENT PLAN).....................................................................................................................5
SCENARIO.....................................................................................................................................................................5
REQUIRED INSTRUMENTS AND MODELS..............................................................................................................................6
MICRO ITINERARY ROUTE.................................................................................................................................................9
MACRO ALTERNATIVE ROUTES: ......................................................................................................................................11
Main Alternative Right Macro route:..................................................................................................................12
Right Macro Alternative Route: ..........................................................................................................................12
Left Macro Alternative Route:.............................................................................................................................13
Main Alternative Left Macro route: ....................................................................................................................14
DELAY TIME ................................................................................................................................................................14
ALTERNATIVE ROUTES ACTIVATION..................................................................................................................................15
Micro Itinerary Alternative Route Activation......................................................................................................15
Macro Alternative Route Activation ...................................................................................................................16
Right Macro Alternative Route ...........................................................................................................................16
Left Macro Itinerary Route..................................................................................................................................16
STOCKING OF HEAVY VEHICLES .......................................................................................................................................17
Basic conditions for the activation of a stocking area ........................................................................................21
HOMOGENOUS SECTION................................................................................................................................................22
TMP SHEETS...............................................................................................................................................................24
Phase 1................................................................................................................................................................24
Phase 2................................................................................................................................................................27
Phase 3................................................................................................................................................................28
Phase 4................................................................................................................................................................30
TEMP (TRAFFIC EMERGENCY MANAGEMENT PLAN) ............................................................................................38
SCENARIOS..................................................................................................................................................................40
DEFINING THE INTERSECTIONS.........................................................................................................................................41
AVENUE RESULTS .........................................................................................................................................................42

Introduction
A flood is an overflow of an expanse of water that submerges land. Floods can occur in rivers,
when flow exceeds the capacity of the river channel which results are damages to home, industrial
areas, infrastructures and transportation facilities. It causes the blockages of roads which lead to
interruptions in transportation.
The area of study is located at the border of two main region of Italy “Lombardy” and “Emilia-
Romagna” and the provinces of “Lodi” and “Piacenza”, where flooding of Po River is considered.
The river is subject to heavy flooding .The slope of the valley decreases from 0.35% in the west
to 0.14% in the east, a low gradient. There are 450 standing lakes.
The following figure shows a schematic of the considered floodplain (inside which a part of A1
and the town are located):

Traffic Management Plan (TMP) is a plan set up to clearly direct and control traffic disruptions
that call for coordinated actions from several services responsible for road and traffic
management on a given road or network. TMP determines the placement of barricades,
warning lights, or signs for the duration of the highway incident impeding normal traffic flow.
TMP aims at facilitating cross-border road traffic management, and imparting traffic
information to drivers, prior to and during their trip.

A Traffic Management Plan is a document that describes the design, implementation,
maintenance and removal of temporary traffic management measures while an activity in the
road reserve is carried out. A traffic management plan is required for any activity that varies
the normal operating conditions of any part of the road reserve.
A Traffic Emergency Management Plan (TEMP) includes the management plan of traffic
during a specific event which affect the normal situation of road network.
TMP (Traffic Management Plan)
In this project, during flood the TMP of highway A1, section between 703 and 722 km (Direction
from Salerno to Milan), have been considered as affected area. It will deals with the alternative
routes in Micro and Macro itinerary roads in case of flood event in order to make decision about
activation of the routes and diverting the traffic by considering the travel time. That leads to
defining the Variable Message Sign for better guiding the users.
Scenario
The considered scenario is a flood event in PO River after Piacenza, which will cause the closure
of the highway A1. The event happens on a Tuesday 13:00, the south to north direction of traffic
is considered as the traffic flow to be managed.

Required Instruments and Models
In order to model the road and traffic flow through the network and alternative routes, CUBE
software is used. In addition, to achieve the best alternative routes after blocking of Main route,
the ArcGIS tool “Network Analyst” will be used.
In order to calculate the hourly traffic for the scenario, the given national demand matrix detailed
in 100 zones is used. If the traffic flow on Saturdays is considered as 67.9 % of a standard
working day, and 49.4 % for Sundays and holidays, then supposed to have 53 Saturdays, 52
Sundays, 9 holidays and 252 normal days in a year in Italy (considered year: 2016), the daily
flow for a standard working day would be:
𝐴𝑛𝑛𝑢𝑎𝑙 𝐹𝑙𝑜𝑤 = (252 ∗ 1 + 53 ∗ 0.679 + 61 ∗ 0.494) ∗ 𝐹𝑠𝑡𝑎𝑛𝑑𝑎𝑟𝑑
Hence:
𝐹𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑 =
𝐴𝑛𝑛𝑢𝑎𝑙 𝐹𝑙𝑜𝑤
318.121 ≅ 318
To obtain the hourly traffic flow on a Tuesday 13:00 based on hourly distribution of the traffic:
𝐹 𝐻𝑜𝑢𝑟𝑙𝑦 = 5.26% ∗ 𝐹𝑆𝑡𝑎𝑛𝑑𝑎𝑟𝑑
After converting the network of highway from shape file to network, it is possible to use the
cube software in order to achieve required information about the traffic flows in general and
under specific situation such as closure of one link.
For obtaining interested flows for delay, listed assignments have been performed:
• All or Nothing assignment: Assignment of the national matrix to determine the flows on
the network without interruption.
• Select link assignment: Creation of the SELECT LINK matrix of users that pass through
the link interested by the event.
• No select link assignment: Creation of the no Select Link matrix of users that do not pass
through the link interested by the event.
• Exclude assignment: Assignment of the SELECT LINK matrix, excluding the interrupted
link and Assignment of the “no Select Link. matrix” to same highway program, using all
the links of network; make the sum of the two different flows on each links.
• Difference assignment: Assignment of the national matrix two times in the same
highway program (1.with all links opened and 2.with the links interested by the event
closed) and calculate for each links the difference between the flows of the two
assignment.
The flow of the above operations are provided below:

Micro Itinerary route
At this stage, in order to substitute the closed link an alternative route is going to be determined.
For the micro itinerary, only ordinary roads (local network) with FRC between 0 and 3 should be
considered, where the roads with FRC=0 are highways and part of highway could be used in case
of necessity. In order to have micro itinerary alternative route, the following route have been
considered.

Moreover the speed for each section of the road is calculated using the following formula in
order to calculate the actual travel time of the route considering the traffic flow:
𝒗 = 𝒗 𝒇 −∝ (
𝒒
𝑳 𝒖 − 𝒏
)
𝟐
v: Section speed [km/h]
vf: Free flow speed [km/h]
α: Model parameter (=0.0001)
q: Traffic flow on the section (daily + diverted flow)
Lu: Working with of Lane [m]
n: Number of lane
Information have been provided for speed calculation:
For all links with results smaller than 5 km/h and negative values, the section speed has to be set
to 5 km/h. (Because this formula is experimental and is not well calibrated for the extreme
situations) The diverted flow is given by the traffic flow to manage, calculated for the first hour
after the starting time of the event, which is 3681 (vehicle/hour). In establishing the micro
alternative route, 30% of closed link traffic in normal situation have been considered as diverted
flow.
Afterwards the travel time of the Micro alternative route is computed:

For evaluating the travel time for the main route, the daily flow is the normal flow, and there is
no any extra-diverted flow:
Macro Alternative Routes:
In order to use another link instead of the closed link for users who are far away from closed
link, another alternative route is going to be determined. In case of macro alternative Route
only The Highway network has been used.
From the results of the cube software, after closing the flooded link, the interrupted flow will
take 2 alternative routes according to their destination. It can be implied that those whose
destinations are west of Italy will take the left macro alternative, and those whose destinations
are east will take the right macro alternative.
N ID Length FRC
ROUTE
Name
KPH Width Lane(s)
Normal
Flow
Diverted
flow
speed
Travel
Time
1 23800034150135 26 0 E70 120 3.75 2 938 1104 112.6 0.000
2 23800034150138 20 0 E70 120 3.75 2 938 1104 112.6 0.000
93 23800020509498 25 3 SS10 60 3.25 1 500 1104 35.6 0.001
94 23800021568952 135 3 SS10 75 3.25 1 500 1104 50.6 0.003
437 13800026173605 29 3 SS234 60 3.25 1 500 1104 35.6 0.001
438 13800026173611 44 3 SS234 60 3.25 1 500 1104 35.6 0.001
Hours 1.321
Minutes 79.241
30% of diverted flow
FID ID METERS FRC ROUTENUM KPH MINUTES Width Lane(s) Normal Flow
Diverted
flow
speed
Travel
Time
1 23800036202955 2026 0 E35 120 1.013 3.75 3 3681 0 109.3 0.019
2 23800033812182 27 0 E35 120 0.014 3.75 3 3681 0 109.3 0.000
3 13800019975239 114 0 E35 120 0.057 3.75 3 3681 0 109.3 0.001
4 13800019975240 160 0 E35 120 0.08 3.75 3 3681 0 109.3 0.001
5 13800025085933 914 0 E35 120 0.457 3.75 3 3681 0 109.3 0.008
6 13800025085932 669 0 E35 120 0.334 3.75 3 3681 0 109.3 0.006
7 13800019975947 389 0 E35 120 0.195 3.75 3 3681 0 109.3 0.004
8 13800026136118 20 0 E35 120 0.01 3.75 3 3681 0 109.3 0.000
9 13800019975247 139 0 E35 120 0.069 3.75 3 3681 0 109.3 0.001
10 13800019956671 238 0 E35 120 0.119 3.75 3 3681 0 109.3 0.002
11 13800025085453 21 0 E35 120 0.01 3.75 3 3681 0 109.3 0.000
12 13800023111415 3132 0 E35 120 1.566 3.75 3 3681 0 109.3 0.029
13 13800025263953 4530 0 E35 120 2.265 3.75 3 3681 0 109.3 0.041
14 13800026136117 381 0 E35 120 0.191 3.75 3 3681 0 109.3 0.003
15 13800019957526 266 0 E35 120 0.133 3.75 3 3681 0 109.3 0.002
16 13800019975248 143 0 E35 120 0.071 3.75 3 3681 0 109.3 0.001
17 13800025085452 349 0 E35 120 0.174 3.75 3 3681 0 109.3 0.003
18 13800023083565 496 0 E35 120 0.248 3.75 3 3681 0 109.3 0.005
19 13800019956666 323 0 E35 120 0.162 3.75 3 3681 0 109.3 0.003
20 13800025268439 4797 0 E35 120 2.399 3.75 3 3681 0 109.3 0.044
Hours 0.175
Minutes 10.504
Selected link flow in
Exclude assignment

Macro Alternative Routes
In order to compare with the travel time in the main route the Travel time for each one of
macro alternative routes has to be calculated after establishing the Macro alternative routes.
The exact value of diverted and normal flow have been consider to calculate time travel of each
segment of the routes. The travel times for macro routes are calculated as before:
Main Alternative Right Macro route:
Right Macro Alternative Route:
FID A B METERS NAME ROUTENUM KPH MINUTES Lane(s) Width CAPACITY Annual Daily Hourly Speed Time Travel
1 4273 4271 11046 Autostrada del Sole E35 120 5.52 3 3.75 6000 22239471 69935 3681 109 0.101
Hour(s) 1.403
Minute(s) 84.156
Flow

Left Macro Alternative Route:
N A B METERS NAME ROUTENUM KPH MINUTES Lane CAPACITY Width Annual Daily Hourly Annual Daily Hourly Speed Travel Time
1 1071 1048 5235
Autostrada Milano-
Brescia
E64 120 2.617 4 8000 3.75 22809873 71729 3775 8080782 25411 1337 108 0.05
2 1072 1071 182
Autostrada Milano-
Brescia
E64 120 0.091 4 8000 3.75 10270702 32298 1700 8080782 25411 1337 116 0.00
3 1215 1218 347
Autostrada Brescia-
Padova
E70 120 0.173 3 6000 3.75 26517778 83389 4389 7076047 22252 1171 96 0.00
4 1218 1220 454
Autostrada Milano-
Brescia
E64 120 0.227 3 6000 3.75 22946778 72160 3798 8080782 25411 1337 99 0.00
5 1220 1234 5579
Autostrada Milano-
Brescia
E64 120 2.789 3 6000 3.75 22946778 72160 3798 8080782 25411 1337 99 0.06
6 1234 1237 210
Autostrada Milano-
Brescia
E64 120 0.105 3 6000 3.75 22946778 72160 3798 8080782 25411 1337 99 0.00
7 1237 1242 42522
Autostrada Milano-
Brescia
E64 120 21.259 3 6000 3.75 22946778 72160 3798 9066787 28512 1501 98 0.43
8 1242 1072 28096
Autostrada Milano-
Brescia
E64 120 14.047 3 6000 3.75 24688749 77638 4086 8950036 28145 1481 96 0.29
9 1354 1349 1201 E45 120 0.6 2 4000 3.75 12407762 39018 2054 8950036 28145 1481 98 0.01
10 1385 1354 56249
Autostrada del
Brennero
E45 120 28.125 2 4000 3.75 12407762 39018 2054 6585575 20709 1090 102 0.55
11 1402 1385 412
Autostrada del
Brennero
E45 120 0.206 2 4000 3.75 10870346 34183 1799 6585575 20709 1090 105 0.00
12 1407 1402 27613
Autostrada del
Brennero
E45 120 13.808 2 4000 3.75 14933570 46961 2472 6657958 20937 1102 97 0.28
13 1415 1407 460
Autostrada del
Brennero
E45 120 0.23 2 4000 3.75 12407762 39018 2054 6657958 20937 1102 102 0.00
14 1420 1215 53564
Autostrada Brescia-
Padova
E70 120 26.786 3 6000 3.75 26517778 83389 4389 7076047 22252 1171 96 0.56
15 1421 1420 547 120 0.274 2 4000 3.75 12407762 39018 2054 6657958 20937 1102 102 0.01
16 1423 1415 548
Autostrada del
Brennero
E45 120 0.274 2 4000 3.75 12407762 39018 2054 6657958 20937 1102 102 0.01
17 1423 1421 284 120 0.142 2 4000 3.75 12407762 39018 2054 6657958 20937 1102 102 0.00
Hour(s) 2.27
Minute(s) 136.37
Normal Flow Diverted Flow
N A B METERS NAME ROUTENUM KPH MINUTES Lane Width CAPACITY Annual Daily Hourly Annual Daily Hourly Speed Travel Time
1 828 830 141 Autostrada Milano-Genova E62 120 0.07 3 3.75 6000 4156668 13071 688 10517130 33073 1741 115 0.00
3 846 851 52562 Autostrada Milano Genova E62 120 26.277 2 3.75 4000 4002082 12585 662 8710359 27391 1442 112 0.47
9 1111 1116 906 120 0.453 2 3.75 4000 8380227 26353 1387 7383698 23219 1222 108 0.01
10 1116 1117 18 120 0.009 2 3.75 4000 8380227 26353 1387 7383698 23219 1222 108 0.00
11 1117 1118 311 120 0.156 2 3.75 4000 8380227 26353 1387 7383698 23219 1222 108 0.00
12 1118 1120 20297 Autostrada Azzurra E80 120 10.149 2 3.75 4000 10821870 34031 1791 7383698 23219 1222 104 0.20
17 1339 1329 36936 Autostrada Firenze-Mare E76 120 18.595 2 3.75 4000 12600440 39624 2086 7383698 23219 1222 101 0.37
20 1333 1334 445 Diramazione Viareggio-Lucca A11 120 0.223 2 3.75 4000 3727991 11723 617 7383698 23219 1222 114 0.00
21 1334 1111 19470 Diramazione Viareggio-Lucca A11 120 9.732 2 3.75 4000 8380227 26353 1387 7383698 23219 1222 108 0.18
22 1336 1548 13298 Autostrada Firenze-mare E76 120 6.649 2 3.75 4000 14131837 44440 2339 7383698 23219 1222 97 0.14
Hour(s) 3.16
Minute(s) 189.80
Diverted flow Diverted flow

Main Alternative Left Macro route:
Delay Time
The delay caused by the event has to be calculated in order to estimate the travel time on the
main route and for this purpose the input-output diagram method is used.
FID A B METERS NAME ROUTENUM KPH MINUTES Lane(s) Width CAPACITY Annual Daily Hourly Speed
Travel
Time
1 4273 4271 11045.70 Autostrada del Sole E35 120 5.52 3 3.75 6000 22239471 69935 3681 109 0.101
16 1604 1602 641.90 Ramo Bologna - Casalecchio 120 0.32 2 3.75 4000 23311206 73306 3858 94 0.007
17 1604 1605 231.50 120 0.12 2 3.75 4000 23311206 73306 3858 94 0.002
Hour(s) 2.798
Minute(s) 167.852
Flow
Starting Time (h) 13:00
Flow (veh/h) see table
Capacity (qmax) (veh/h) 6000
kj (veh/km) 600
Vf (km/h) 120
kc (veh/km) 50
Headway (min) Regarding the table
Vμ1 (km/h) Considering kj
d (km) 8
tf (h) 0.07
μ1 (veh/h) Considering first car’s delay
μ2 (veh/h) 6000

Two kind of different delays have been calculated in order to have an estimation of the delay
time:
 The average delay considering all the vehicles until the vehicle, which pass the link without any delay.
 The average delay considering vehicles arriving in the first three hours after the moment of the
interruption.
Alternative Routes Activation
For each possible duration of the event, the criterion to activate alternative routes is:
Total Travel time of the main route + Average delay > total travel time Alternative Route
Micro Itinerary Alternative Route Activation
3 hours average delay approach have been chosen as thresholds of activating of main micro
alternative route
time flow (veh/h) headway (min) cumulative flow (veh)
13:00 3682 0.0163 3682
14:00 4031 0.0149 7713
15:00 4192 0.0143 11905
16:00 4385 0.0137 16290
17:00 4801 0.0125 21091
18:00 4759 0.0126 25850
19:00 4285 0.0140 30135
20:00 3142 0.0191 33278
21:00 2210 0.0272 35487
22:00 1705 0.0352 37192
23:00 1379 0.0435 38571
Closure Duration (min) 30 60 90 120 150 180
Total Delay (min) 14.3 27.5 37.5 52.7 76.4 101.8
First Three Hours Delay (min) 14.3 27.5 56.9 86.9 116.9 146.9
Closure
Duration
total travel Time Total Delay First 3 Hours Delay
Travel Time On Main
Route With Total Delay
Travel Time On Main
Route With First 3
Hours Delay
30% Flow Total Delay
First 3 Hours
Delay
30 10.50 14.3 14.3 24.81 24.81 79.241 No No
60 10.50 27.5 27.5 38.00 38.00 79.241 No No
90 10.50 37.5 56.9 48.00 67.45 79.241 No No
120 10.50 52.7 86.9 63.21 97.45 79.241 No Yes
150 10.50 76.4 116.9 86.88 127.44 79.241 yes Yes
180 10.50 101.8 146.9 112.34 157.44 79.241 yes Yes
Activation Status

Macro Alternative Route Activation
Also in this case for macro alternative route first 3 hours average delay have been considered.
Right Macro Alternative Route
Left Macro Itinerary Route
Finally according to event duration and to the different alternative routes activation times, there
can be 4 scenarios for alternatives to be opened. The scheme and the table are representations
of the scenarios activation.
Closure
Duration
total travel
Time
Total Delay
First 3 Hours
Delay
Travel Time
On Main
Route With
Total Delay
Travel Time
On Main
Route With
First 3 Hours
Delay
Traffic Flow Total Delay
First 3 Hours
Delay
30 84.16 14.3 14.3 98.46 98.46 136.37 No No
60 84.16 27.5 27.5 111.65 111.65 136.37 No No
90 84.16 37.5 56.9 121.65 141.10 136.37 No Yes
120 84.16 52.7 86.9 136.87 171.10 136.37 Yes Yes
150 84.16 76.4 116.9 160.53 201.10 136.37 Yes Yes
180 84.16 101.8 146.9 185.99 231.09 136.37 Yes Yes
Closure
Duration
total travel
Time
Total Delay
First 3 Hours
Delay
Travel Time
On Main
Route With
Total Delay
Travel Time
On Main
Route With
First 3 Hours
Delay
Traffic Flow Total Delay
First 3 Hours
Delay
30 167.9 14.3 14.3 182.2 182.2 189.8 No No
60 167.9 27.5 27.5 195.3 195.3 189.8 Yes Yes
90 167.9 37.5 56.9 205.3 224.8 189.8 Yes Yes
120 167.9 52.7 86.9 220.6 254.8 189.8 Yes Yes
150 167.9 76.4 116.9 244.2 284.8 189.8 Yes Yes
180 167.9 101.8 146.9 269.7 314.8 189.8 Yes Yes
Scenario
Duration
(min)
Left Macro
Alternative
Route
Right Macro
Alternative
Route
Micro
Alternative
Route
30 No No No
60 Yes No No
90 Yes Yes No
120 Yes Yes Yes
150 Yes Yes Yes
180 Yes Yes Yes

Stocking of Heavy Vehicles
Traffic management plan is not only rerouting we can also manage heavy vehicles.
Temporary stocking along the carriageway: arrangement of the vehicles on a driving lane or on
one side of the road (on the emergency lane) preceding the interrupted road section.
Stocking in dedicated areas or parking areas along the main route (highway): permanent or
temporary rest areas outside the main route
In the purpose of this project one parking area for heavy vehicles which is located near the
original rout is considered in the condition that this parking area has enough capacity and all
heavy vehicles coming from south can be diverted to this parking area.
Societa' Consortile Gartico, Via Aldo Moro, 4, Carpiano MI is the area that is used as the
parking.
Stocking area (C): site where the stocking area is located
Coupling point (A): site (junction, intersection, etc.) located on the main highway path in
which it is necessary to deviate the vehicles to be stocked in the C area
Highway interruption (B): road section beyond which it is impossible to drive due to the
ongoing interruption. If necessary, the heavy transports are to be temporarily stocked before
the B point along the carriageway.
TAC=travelling time between coupling point and stocking area: Time necessary to cover the
distance from the coupling point where the heavy transports are located and the stocking area.
Tman=maneuvering time for the stocking operations: Average time spent by part of a heavy
transport to:
a) Enter the stocking area
b) Park in the provided spaces

c) Subsequent maneuvers to leave again and exit the area when the emergency is over.
Ts = stocking time = T - (TAC + TCB + Tman): Actual time during which a vehicle remains
parked in the stocking area, in case the vehicle is driven out the area in order to get near the
interruption when the traffic is restored
TCB = travel time between stocking area and road interruption time necessary to reach the
section in which the interruption occurs (B) leaving again from the stocking area (C)
TAB = travel time between coupling point and road interruption average travel time between
the coupling point and the section interrupted by the event: it is the estimated time that would
take a heavy transport to reach the interruption leaving the coupling point if the vehicle was not
driven away towards the stocking area
Ta = residence time on the highway time during which the heavy transport will be parked along
the highway carriageway before the traffic is restored. The Ta time is determined by the
difference between the estimate residual duration of the T event and the travel time TAB
P = time loss = (TAC + TCB + Tman) – TAB: Supplementary time wasted driving between A
and B passing through the stocking area C, in the hypothesis of reaching B driving on the main
path
Tatt = actual time needed to activate the stocking area actual time needed to activate the
stocking area and to carry out the deviation of the heavy transports within the decoupling point
cap stocking area capacity (capacity expressed in number of vehicles)
Tmax-a = maximum acceptable residence time on the highway it is the maximum time
duration considered to stop the heavy transports along the highway carriageway before the
interrupted section, while waiting for the traffic to be restored
Tmin-s = minimum acceptable residence time within the stocking areas, it is the minimum time
the heavy transports are due to be spending within the stocking areas; it determines the
adequate moment for the arrangement and activation of the stocking areas
(P/Ts)max = maximum acceptable relation between the time loss and stocking time maximum
acceptable relation between the supplementary time needed by the driver to reach the stocking
area and to drive back to the main route (including the maneuvers) and the residence time
within the stocking area

T= 60 , 120 and 180 min
T min-s 40 min
T max-a 80 min
(P/Ts)max 33% %
Insertion of general and variable parameters
Estimated event resoluiotn time (min)
Minimum stocking time
Maximum waiting time on the highway
Maximum relation time loss/permanence daily heavy transport
Daily Heavy transport from North to south (Hypothesis) 500
A
B
C
Insertion of parameters for stocking area
Stoking area
Decoupling point
Highway interruption
Via Aldo Moro, 4, Carpiano MI
A1- Usita Melegnano Binasco
A1 - entrance Melegnano
AC
AB
CB
tofrom
operation time needed (min)
enter the stocking area 10
park in the provided spaces 15
leave and exit the area 10
Tman 35
Tman = time of operations
T att 90
T man 35Enter/Exit Manoeuvring time
minimum stocking activation time (min)

Basic conditions for the activation of a stocking area
T ≥ Tatt: The scheduled residual duration of the road interruption event must be greater or at
least equivalent to the technical time needed for activating the stocking area
Ta ≥ Tmax-a: The estimated temporary residence time of the heavy transports along the
highway must be greater than the maximum acceptable residence time on the highway
Ts ≥ Tmin-s: The scheduled stocking time in case of activating the stocking area must be
greater than the minimum acceptable residence time within the stocking areas
(P/Ts) ≤ (P/Ts) max: The relation between the time loss and the stocking time must be
lower than the maximum acceptable relation between time loss and stocking time
section speed(km/h) distance(km) Time(min) total travel time
AD 70 1.4 1.2
DB 70 37 31.7
32.91
Temporary stocking on the road
TAB = travel time between coupling point and road interruption
60 120 180
27.5 52.7 101.8
60.4 85.62 134.75
-0.41 34.38 45.25
T AB
Ta
T (event duration ) min
Delay
section speed(km/h) distance(km) Time(min) T CB (min)
CD 50 2.6 3.12
DB 70 37 31.71
section speed(km/h) distance(km) Time(min) T AC (min)
AC 50 3.77 4.52 4.52
34.83
TAC = travelling time between coupling point and stocking area
TCB = travel time between stocking area and road interruption
60 120 180
-14.36 45.64 105.64
T (event duration ) min
Ts = stocking time
74.36T AC+TCB+ Tman=
Ts= T - (T AC+TCB+ Tman)
90
500
Tatt = actual time needed to activate the stocking area
P=(TAC + TCB + Tman) -TAB
P= time loss
13.95
cap=stocking area capacity (Hypthesis)

At the end, to activate stocking area, from the event duration time, none of the scenarios are
satisfying to activate a stocking area after considering all the conditions.
Homogenous Section
The homogeneous section is the minimum unit between two points of the facility that allow
intervening by means of traffic deviations. The goal is to apply measures to the affected
highway network it has to be divided into homogeneous sections.
The area of interest is between the 701.8 -722.1 km (Milan Direction). According to AISCAT
(Associazione Italiana Società Concessionarie Autostrade e Trafori ) and their website
(http://www.aiscat.it/) there are two homogenous zones which can be also seen in the picture:
60 minutes 120 minutes 180 minutes
-30 30 90
-80.40620751 -45.62444887 -34.75042124
-54.35828571 5.641714286 65.64171429
-34.67716922 -0.33 -0.33
No No No
Verification of the stocking area activation condition
(P/Ts)<(P/Ts)max ?
Activating stocking?
Estimated duration of the event
T>T att?
Ta>Tmax-a ?
Ts> Tmin-s ?

TMP Sheets
The main figure of the Traffic Management Plan is made of 4 phases, where each of them are
representing by a specific sheet. The phases correspond to the logical sequence of operations
that the person responsible for the application of a TMP must carry out in order to identify the
measures/action to apply. The structure of the TMP and logical flow to follow when applying a
plan is as follows:
Phase 1
From To From To
San Donato Milanese Metanopoli (Vecchia autostrada) 0 1.5 E1-T1 E2-T1 E3-T1
Metanopoli (Vecchia autostrada) San Giuliano Milanese 1.5 2.8 E1-T2 E2-T2 E3-T2
San Giuliano Milanese Tangenziale Ovest 2.8 4.4 E1-T3 E2-T3 E3-T3
Tangenziale Ovest Melegnano 4.4 8.7 E1-T4 E2-T4 E3-T4
Melegnano Toll gate Milano sud 8.7 8.9 E1-T5 E2-T5 E3-T5
Toll gate Milano sud Lodi 8.9 22.7 E1-T6 E2-T6 E3-T6
Lodi Casalpusterlengo 22.7 37.9 E1-T7 E2-T7 E3-T7
Casalpusterlengo Piacenza Nord 37.9 50.7 E1-T8 E2-T8 E3-T8
Piacenza Nord Torino-Brescia- Piacenza Sud 50.7 58.2 E1-T9 E2-T9 E3-T9
Piacenza Sud Brescia-Fiorenzuola 58.2 75 E1-T10 E2-T10 E3-T10
Brescia-Fiorenzuola Fidenza-Salsomaggiore Terme 75 91.4 E1-T11 E2-T11 E3-T11
Fidenza-Salsomaggiore Terme La Spezia 91.4 103 E1-T12 E2-T12 E3-T12
La Spezia Parma 103 110 E1-T13 E2-T13 E3-T13
Parma Rest area "San Martino" 110 115 E1-T14 E2-T14 E3-T14
Rest area "San Martino" Reggio Emilia 115 138 E1-T15 E2-T15 E3-T15
NapoliDirection
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
Homogeneous Section Identification
A1
Section no.
Description
Progressive
(km) Event 1(E1) Event 2(E2) Event 3 (E3)
A1
Event Identification
Phase 1
Event Typology Event Code
Total closure of the carriageway E1
Partial closure of the carriageway E2
Reopening of the carriageway E3

Reggio Emilia Brennero 138 156 E1-T16 E2-T16 E3-T16
Brennero Modena Nord 156 159 E1-T17 E2-T17 E3-T17
Modena Nord Modena Sud 159 172 E1-T18 E2-T18 E3-T18
Modena Sud Ancona 172 190 E1-T19 E2-T19 E3-T19
Ancona Tangenziale di Bologna 190 196 E1-T20 E2-T20 E3-T20
Tangenziale di Bologna Sasso Marconi 196 207 E1-T21 E2-T21 E3-T21
Sasso Marconi Rioveggio 207 223 E1-T22 E2-T22 E3-T22
Rioveggio Pian del Voglio 223 237 E1-T23 E2-T23 E3-T23
Pian del Voglio Roncobilaccio 237 242 E1-T24 E2-T24 E3-T24
Roncobilaccio Barberino 242 262 E1-T25 E2-T25 E3-T25
Barberino Calenzano-Sesto Fiorentino 262 278 E1-T26 E2-T26 E3-T26
Calenzano-Sesto Fiorentino Pisa nord 278 280 E1-T27 E2-T27 E3-T27
Pisa nord Firenze Nord 280 280 E1-T28 E2-T28 E3-T28
Firenze Nord Firenze Scandicci 280 286 E1-T29 E2-T29 E3-T29
Firenze Scandicci Firenze Impruneta previous "FirenzeImpruneta" 286 295 E1-T30 E2-T30 E3-T30
Firenze Impruneta previous "FirenzeImpruneta" Firenze Sud 295 301 E1-T31 E2-T31 E3-T31
Firenze Sud Incisa 301 320 E1-T32 E2-T32 E3-T32
Incisa Valdarno 320 336 E1-T33 E2-T33 E3-T33
Valdarno Arezzo 336 358 E1-T34 E2-T34 E3-T34
Arezzo Monte San Savino 358 372 E1-T35 E2-T35 E3-T35
Monte San Savino Valdichiana-Bettolle-Sinalunga 372 385 E1-T36 E2-T36 E3-T36
Valdichiana-Bettolle-Sinalunga Rest area Montepulciano 385 395 E1-T37 E2-T37 E3-T37
Rest area "Montepulciano" Chiusi-Chianciano 395 410 E1-T38 E2-T38 E3-T38
Chiusi-Chianciano Fabro 410 428 E1-T39 E2-T39 E3-T39
Fabro Orvieto 428 451 E1-T40 E2-T40 E3-T40
Orvieto Attigliano 451 479 E1-T41 E2-T41 E3-T41
Attigliano Orte 479 491 E1-T42 E2-T42 E3-T42
Orte Magliano Sabina 491 501 E1-T43 E2-T43 E3-T43
Magliano Sabina Ponzano Romano-Soratte 501 516 E1-T44 E2-T44 E3-T44
Ponzano Romano-Soratte Roma nord-GRA 516 531 E1-T45 E2-T45 E3-T45
Roma nord-GRA L'Aquila-Teramo 531 562 E1-T46 E2-T46 E3-T46
L'Aquila-Teramo Roma sud-GRA 562 576 E1-T47 E2-T47 E3-T47
Roma sud-GRA Valmontone 576 585 E1-T48 E2-T48 E3-T48
Valmontone Colleferro 585 593 E1-T49 E2-T49 E3-T49
Colleferro Anagni-Fiuggi 593 611 E1-T50 E2-T50 E3-T50
Anagni-Fiuggi Ferentino 611 619 E1-T51 E2-T51 E3-T51
Ferentino Frosinone 619 624 E1-T52 E2-T52 E3-T52
Frosinone Ceprano 624 644 E1-T53 E2-T53 E3-T53
Ceprano Pontecorvo 644 659 E1-T54 E2-T54 E3-T54
Pontecorvo Cassino 659 670 E1-T55 E2-T55 E3-T55
Cassino San Vittore 670 679 E1-T56 E2-T56 E3-T56
San Vittore Caianello 679 701 E1-T57 E2-T57 E3-T57
Caianello Capua 701 729 E1-T58 E2-T58 E3-T58
Capua Santa Maria Capua Vetere 729 730 E1-T59 E2-T59 E3-T59
Santa Maria Capua Vetere Caserta Nord 730 734 E1-T60 E2-T60 E3-T60
Caserta Nord Salerno 734 739 E1-T61 E2-T61 E3-T61
Salerno Toll gate Napoli Nord 739 740 E1-T62 E2-T62 E3-T62
Toll gate Napoli Nord Caserta Sud 740 741 E1-T63 E2-T63 E3-T63
Caserta Sud Pomigliano-Villa Literno 741 743 E1-T64 E2-T64 E3-T64
Pomigliano-Villa Literno Afragola-Acerra 743 749 E1-T65 E2-T65 E3-T65
Afragola-Acerra Bari 749 753 E1-T66 E2-T66 E3-T66
Bari Casoria-Napoli Nord 753 754 E1-T67 E2-T67 E3-T67
Casoria-Napoli Nord Tangenziale di Napoli 754 755 E1-T68 E2-T68 E3-T68
Tangenziale di Napoli Napoli Centro Direzionale 755 758 E1-T69 E2-T69 E3-T69
Napoli Centro Direzionale Salerno-Reggio Calabria 758 760 E1-T70 E2-T70 E3-T70
66
67
68
69
70
61
62
63
64
65
56
57
58
59
60
51
52
53
54
55
47
48
49
50
41
42
43
44
45
38
39
40
31
32
33
34
35
46
29
30
21
22
23
24
25
36
37
16
17
18
19
20
26
27
28

Salerno-Reggio Calabria Napoli Centro Direzionale 0 2 E1-T71 E2-T71 E3-T71
Napoli Centro Direzionale Tangenziale di Napoli 2 5 E1-T72 E2-T72 E3-T72
Tangenziale di Napoli Casoria-Napoli Nord 5 6 E1-T73 E2-T73 E3-T73
Casoria-Napoli Nord Bari 6 7 E1-T74 E2-T74 E3-T74
Bari Afragola-Acerra 7 11 E1-T75 E2-T75 E3-T75
Afragola-Acerra Pomigliano-Villa Literno 11 17 E1-T76 E2-T76 E3-T76
Pomigliano-Villa Literno Caserta Sud 17 19 E1-T77 E2-T77 E3-T77
Caserta Sud Toll gate Napoli Nord 19 20 E1-T78 E2-T78 E3-T78
Toll gate Napoli Nord Salerno 20 21 E1-T79 E2-T79 E3-T79
Salerno Caserta Nord 21 26 E1-T80 E2-T80 E3-T80
Caserta Nord Santa Maria Capua Vetere 26 30 E1-T81 E2-T81 E3-T81
Santa Maria Capua Vetere Capua 30 31 E1-T82 E2-T82 E3-T82
Capua Caianello 31 59 E1-T83 E2-T83 E3-T83
Caianello San Vittore 59 81 E1-T84 E2-T84 E3-T84
San Vittore Cassino 81 90 E1-T85 E2-T85 E3-T85
Cassino Pontecorvo 90 101 E1-T86 E2-T86 E3-T86
Pontecorvo Ceprano 101 116 E1-T87 E2-T87 E3-T87
Ceprano Frosinone 116 136 E1-T88 E2-T88 E3-T88
Frosinone Ferentino 136 141 E1-T89 E2-T89 E3-T89
Ferentino Anagni-Fiuggi 141 149 E1-T90 E2-T90 E3-T90
Anagni-Fiuggi Colleferro 149 167 E1-T91 E2-T91 E3-T91
Colleferro Valmontone 167 175 E1-T92 E2-T92 E3-T92
Valmontone Roma sud-GRA 175 184 E1-T93 E2-T93 E3-T93
Roma sud-GRA L'Aquila-Teramo 184 198 E1-T94 E2-T94 E3-T94
L'Aquila-Teramo Roma nord-GRA 198 229 E1-T95 E2-T95 E3-T95
Roma nord-GRA Ponzano Romano-Soratte 229 244 E1-T96 E2-T96 E3-T96
Ponzano Romano-Soratte Magliano Sabina 244 259 E1-T97 E2-T97 E3-T97
Magliano Sabina Orte 259 269 E1-T98 E2-T98 E3-T98
Orte Attigliano 269 281 E1-T99 E2-T99 E3-T99
Attigliano Orvieto 281 309 E1-T100 E2-T100 E3-T100
Orvieto Fabro 309 332 E1-T101 E2-T101 E3-T101
Fabro Chiusi-Chianciano 332 350 E1-T102 E2-T102 E3-T102
Chiusi-Chianciano Rest area "Montepulciano" 350 365 E1-T103 E2-T103 E3-T103
Rest area Montepulciano Valdichiana-Bettolle-Sinalunga 365 375 E1-T104 E2-T104 E3-T104
Valdichiana-Bettolle-Sinalunga Monte San Savino 375 388 E1-T105 E2-T105 E3-T105
Monte San Savino Arezzo 388 402 E1-T106 E2-T106 E3-T106
Arezzo Valdarno 402 424 E1-T107 E2-T107 E3-T107
Valdarno Incisa 424 440 E1-T108 E2-T108 E3-T108
Incisa Firenze Sud 440 459 E1-T109 E2-T109 E3-T109
Firenze Sud Firenze Impruneta previous "FirenzeImpruneta" 459 465 E1-T110 E2-T110 E3-T110
Firenze Impruneta previous "FirenzeImpruneta" Firenze Scandicci 465 474 E1-T111 E2-T111 E3-T111
Firenze Scandicci Firenze Nord-Pisa nord 474 480 E1-T112 E2-T112 E3-T112
Firenze Nord Pisa nord 480 480 E1-T113 E2-T113 E3-T113
Pisa nord Calenzano-Sesto Fiorentino 480 482 E1-T114 E2-T114 E3-T114
Calenzano-Sesto Fiorentino Barberino 482 498 E1-T115 E2-T115 E3-T115
Barberino Roncobilaccio 498 518 E1-T116 E2-T116 E3-T116
Roncobilaccio Pian del Voglio 518 523 E1-T117 E2-T117 E3-T117
Pian del Voglio Rioveggio 523 537 E1-T118 E2-T118 E3-T118
Rioveggio Sasso Marconi 537 553 E1-T119 E2-T119 E3-T119
Sasso Marconi Tangenziale di Bologna 553 564 E1-T120 E2-T120 E3-T120
Tangenziale di Bologna Ancona 564 570 E1-T121 E2-T121 E3-T121
Ancona Modena Sud 570 588 E1-T122 E2-T122 E3-T122
Modena Sud Modena Nord 588 601 E1-T123 E2-T123 E3-T123
Modena Nord Brennero 601 604 E1-T124 E2-T124 E3-T124
Brennero Reggio Emilia 604 622 E1-T125 E2-T125 E3-T125
Reggio Emilia Rest area "San Martino" 622 645 E1-T126 E2-T126 E3-T126
Rest area "San Martino" Parma 645 650 E1-T127 E2-T127 E3-T127
Parma La Spezia 650 657 E1-T128 E2-T128 E3-T128
La Spezia Fidenza-Salsomaggiore Terme 657 669 E1-T129 E2-T129 E3-T129
Fidenza-Salsomaggiore Terme Brescia-Fiorenzuola 669 685 E1-T130 E2-T130 E3-T130
Brescia-Fiorenzuola Piacenza Sud 685 702 E1-T131 E2-T131 E3-T131
Piacenza Sud -Torino-Brescia Piacenza Nord 702 709 E1-T132 E2-T132 E3-T132
Piacenza Nord Casalpusterlengo 709 722 E1-T133 E2-T133 E3-T133
Casalpusterlengo Lodi 722 737 E1-T134 E2-T134 E3-T134
Lodi Toll gate Milano sud 737 751 E1-T135 E2-T135 E3-T135
Toll gate Milano sud Melegnano 751 751 E1-T136 E2-T136 E3-T136
Melegnano Tangenziale Ovest 751 756 E1-T137 E2-T137 E3-T137
Tangenziale Ovest San Giuliano Milanese 756 757 E1-T138 E2-T138 E3-T138
San Giuliano Milanese Metanopoli (Vecchia autostrada) 757 759 E1-T139 E2-T139 E3-T139
Metanopoli (Vecchia autostrada) San Donato Milanese 759 760 E1-T140 E2-T140 E3-T140
136
137
138
139
140
131
132
133
134
135
126
127
128
129
130
121
122
123
124
125
117
118
119
120
111
112
113
114
115
108
109
110
101
102
103
104
105
116
99
100
91
92
93
94
95
106
107
86
87
88
89
90
MilanDirection 71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
96
97
98

Phase 2
A1 Phase 2 E1-T132
Lanes
Service Area
Reversing Points
Varied Message Sign (VMS)
Final Progressive Kilometer Km 709.3
Section and Scenario Identification Information
Characteristics
3
-
-
78 - 80
Free Flow Speed (Km/h) 120
Duration( by free flow speed) (Min) 3.8
Homogeneous Section Information
Section Code T132
Direction
Length (Km) 7.5
Milano
Initial Progressive Kilometer Km 701.8
A1 Phase 2 E1-T133
Lanes
Service Area
Reversing Points
Varied Message Sign (VMS)
Section Code T133
Duration( by free flow speed) (Min) 6.4
Length (Km) 12.8
Characteristics
3
Somaglia Est km 716.5
-
77- 79
Free Flow Speed (Km/h) 120
Direction Milano
Initial Progressive Kilometer Km 709.3
Final Progressive Kilometer Km 722.1
Section and Scenario Identification Information
Homogeneous Section Information

Phase 3
Estimated duration of the event: more than 2 hrs
Information for use within the applications:
Information already known
Event Typology: E1
Homogeneous Section: T132–T133
Usable residual lanes: 0
Usable lanes in event E1: -
Estimated duration of the event: 1.5 to 2 hrs
Scenario Identification Using applications
Event Typology: E1
Homogeneous Section: T132–T133
Information to be found
Day of the week: Tuesday
Present time: 13:00
Present time: 13:00
Estimated duration of the event: 1 to 1.5 hrs
Homogeneous Section: T132 –T133
Event Typology: E1
Homogeneous Section: T132 –T133
Present time: 13:00
Estimated duration of the event: 1 hr
Scenario Identification Using Applications
Scenario 1
Scenario 2
Scenario 4
Scenario 3
Event Typology: E1
Present time: 13:00

A1 Phase 3 E1-T132-S1
E1
Description of Scenario and list of Measures
Scenario Information
Event Total Closure of the Carriageway
Homogeneous Section T132 : Piacenza Sud ,Torino,Brescia-Piacenza Nord
Ask the Police for validation of the scenario (and related measures)
List of Measures
Measure Code
E1 - T104 - S1 - INFO General information
Legend 0f Activation of the Measures
Steps to be taken immediately and simultaneously
Measuring Points and Traffic Surveillance
Upstream of the interested section of the closed carriage way Variable Between 685 and 701.8
Upstream exit Piacenza Sud -Torino-Brescia Km 701.8
Reserved measure
Type of Measure
E1
Upstream exit Firenze Nord Km 480
E1 - T104 – S2 - INFO General information
Guide flow who wants to go to north(Milan) use E45 (Brennero) from E35 at E35- E45 junction
E1 - M001 Activation of Left Macro alternative
Guide flow who wants to go to north(Milan) use E76 (Firenze) from E35 at E35- E76 junction
E1 - M002 Activation of Right Macro alternative
Reserved measure
List of Measures
Measure Code Type of Measure

Phase 4
E1
Upstream exit Brennero Km 498
E1 - M003 Activation of Micro alternative
Derivation flow who wants to go to north(Milan) use E70(highway Torino - Piacenza – Bressia) from E35 at E35- E70 junction
Reserved measure
List of Measures
Measure Code
Type of Measure
E1
List of Measures
Measure Code Type of Measure
Guide flow who wants to go to north(Milan) use E76 (Firenze) from E35 at E35- E76 junction
Upstream exit Brennero Km 498
Upstream exit Piacenza Sud -Torino-Brescia Km 701.8
E1 - M003 Activation of Micro alternative
Derivation flow who wants to go to north(Milan) use E70(highway Torino - Piacenza – Bressia) from E35 at E35- E70 junction
Reserved measure

A1 Phase 4 E1- T133/T132-S1-INFO
Message Type
Message Type
3 - SATAP: activate monitoring to verify suspension and deactivation criteria
Deactivation Criteria Deactivation Actions
Measure : General Information
Activation Criteria Activation Actions
Scenario E1- T133/T132-S1 validated 1 - SATAP: communicate information to authorities diffusers
2 - SATAP: activate specific PMV
CCISS, CNR-AGR,
Quattroruote/Autotraffic,
RadioTraffic/ACI
"The A1 highway between Piacenza and Lodi is closed due to flood; Estimated
reopening at 14:00" + additional information cards measure activated
Change of event or scenario 4 - SATAP: deactivate specific PMV
5 - SATAP: communicate information to authorities diffusers, updated
from the new scenario and data sheets
General information to be communicated to authorities diffusers
Information Service Message Type
Ordinary VMS Concessionaire
ID. 60
SATAP
ID. 66
Involved Entities References
A1 closed between Piacenza and Lodi due to
flood
Prioritized VMS Concessionaire
ID. 44
SATAP
flood
ID. 45
ID. 57
ID. 58
ID. 59
CCISS Tel.
Quattroruote/Autotraff. Tel.
RadioTraffic/ACI Tel.
SATAP Tel.
Traffic Police Tel.
CNR-AGR Tel.

Message Type
Message Type
3 - SATAP: activate monitoring to verify suspension and deactivation
CCISS, CNR-AGR,
RadioTraffic/ACI
ID. 60
SATAP
ID. 66
flood
ID. 44
SATAP
flood
ID. 45
ID. 57
ID. 58
ID. 59
CCISS Tel.
SATAP Tel.
Traffic Police Tel.
CNR-AGR Tel.

Message Type
Message Type
CCISS, CNR-AGR,
RadioTraffic/ACI
ID. 60
SATAP
ID. 66
flood
ID. 44
SATAP
flood
ID. 45
ID. 57
ID. 58
ID. 59
CCISS Tel.
SATAP Tel.
Traffic Police Tel.
CNR-AGR Tel.

Message Type
Message Type
ID. 60
SATAP
ID. 66
ID. 44
SATAP
ID. 45
ID. 57
ID. 58
ID. 59
CNR-AGR Tel.
CCISS Tel.
SATAP Tel.
Traffic Police Tel.
flood
flood
CCISS, CNR-AGR,
RadioTraffic/ACI
reopening at [indicate time more than 2 hours]" + additional information cards
measure activated

A1 Phase 4 E1-M001
56-53 A1 (Piacenza-Lodi) is closed. Milan (North) Stay on E80 (Genova)
16-15-10 Milan-Lodi : E62
E76 is not passable permanently 9 - SATAP: inform the involved entities
E62 is not passable permanently 10 - POL.STRAD: remove mandatory exit
E80 is not passable permanently 11 - SATAP: deactivate specific VMS
Measure not covered by the re-evaluated scenario 12 - SATAP: remove signs on alternative route
Specific information to be provided in addition to those already contained in the “General Information”
VMS to be activated Message Type
66-57 A1 (Piacenza-Lodi) is closed. Milan (North) Take E76 (Lucca)
E80 is not congested 6 - SATAP: activate monitoring to verify suspension and deactivation criteria
Suspension Criteria Suspension Action
E76 is congested 7 - SATAP: deactivate specific VMS
E62 is congested 8 - SATAP: maintain signs on alternative route
E80 is congested
Deactivation Criteria Deactivation Action
E80 is passable 5 - POL.STRAD: establish mandatory exit E62 Highway Milano-Genova
The alternative starts from the junction E35 Highway Sole and E76 Highway Firenze-Mare, goes through the E76, then turns right into the E80 Highway
Azzurra, exits right to Highway Milano-Genova, goes through, and ends in the junction with E35 Highway dei Laghi.
Activation Criteria Activation Action
E76 is passable 1 - SATAP: inform authorities responsible of actions
E76 is not congested 2 - SATAP: inform municipalities Florence, Pisa and Genova
Journey distance increment (km) 63 Km
alternative Description
E62 is passable 3 - SATAP: provide signs on alternative route
E62 is not congested 4 - SATAP: activate specific VMS
Measurement - Emergency Left Macro Route
Established Emergency Left Macro Route
alternative Characteristics
alternative length (km) 337.894 Km

A1 Phase 4 E1-M002
59-58-60 A1 (Piacenza-Lodi) is closed. Milan (North) Take E45 (Brennero)
62-63 A1 (Piacenza-Lodi) is closed. Milan (North) Take E70 (Brecia)
42-61 Milan-Lodi : E64 (Bergamo)
E45 is not passable permanently 9 - SATAP: inform the involved entities
E70 is not passable permanently 10 - POL.STRAD: remove mandatory exit
E64 is not passable permanently 11 - SATAP: deactivate specific VMS
Measure not covered by the re-evaluated scenario 12 - SATAP: remove signs on alternative route
E64 is passable 5 - POL.STRAD: establish mandatory exit E45 Highway Brennero
E64 is not congested 6 - SATAP: activate monitoring to verify suspension and deactivation criteria
E45 is congested 7 - SATAP: deactivate specific VMS
E70 is congested 8 - SATAP: maintain signs on alternative route
E64 is congested
The alternative starts from the junction E35 Highway Sole and E45 Highway Brennero, goes through E45, then turns left into the E70 Highway Brescia-
Padova, then continues to E64 Highway Milano-Brescia, and ends in the junction with E35 Highway Laghi.
E45 is passable 1 - SATAP: inform authorities responsible of actions
E45 is not congested 2 - SATAP: inform municipalities Verona, Brescia and Bergamo
E70 is passable 3 - SATAP: provide signs on alternative route
E70 is not congested 4 - SATAP: activate specific VMS
Measurement - Emergency Right Macro Route
Established Emergency Right Macro Route
Journey distance increment (km) 74 Km

A1 Phase 4 E1-M003
3 - SATAP: provide signs on alternative route
Measurement - Emergency Micro Route
Established Emergency Micro Route
Journey distance increment (km) 45.6 Km
The alternative starts at the last junction before the blocked section, and diverts the flow from E35- Highway Sole to the E70 Highway Torino-Piacenza-
Brescia then goes through Local network to Cremona, and then diverts it towards Milano to enter it back to A1 Highway del Sole.
Cremona Local Network is passable 1 - SATAP: inform authorities responsible of actions
Cremona Local Network is not congested 2 - SATAP: inform municipalities Cremona,Codogno
13 - SATAP: remove signs on alternative route
4 - SATAP: activate specific VMS
5 - POL.STRAD: establish mandatory exit E70 highway Torino-Piacenza-Brescia
Cremona Local Network is congested 7 - SATAP: Activate Reserve Alternative Route
8 - SATAP: Change specific VMS
9 - SATAP: maintain signs on alternative route
Cremona Local Network is not passable
permanently
10 - SATAP: inform the involved entities
Measure not covered by the re-evaluated scenario 11 - POL.STRAD: remove mandatory exit
12 - SATAP: deactivate specific VMS
Milan-Lodi (North) exit to SS10 (Cremona)
43 (Reserved Entrance) A1 (Piacenza-Lodi) is closed. Milan (North) Take A21dir (Brecia)
49 (Reserved Entrance) Milan-Lodi (North) exit to SS10 (Cremona)
44-43-46 A1 (Piacenza-Lodi) is closed. Milan (North) Take E70 (Brecia)
47

TEMP (Traffic Emergency Management Plan)
In this project, the evacuation of the town of San Rocco al Porto is simulated with the help of
Cube Avenue in order to define Traffic Emergency Management as the determination of the
shortest and least dangerous routes for rescue vehicles to reach a safe place.
In the simulation, it is assumed that when there is an alarm, all roads in the risk area are closed,
so during the evacuation process no vehicles, except the evacuated ones are present. The
evacuation is performed with the cars of the residences so, for this simulation, it is necessary to
have Origin/Destination matrix as a demand that will be found by some simplified hypothesis
about the number of households in each zone and the number of cars that will be used for
evacuation.
In the case of this project evacuation information is provided in the table:
Regarding the inhabitants and households, the following information is provided:
Hypothesis:
• Zones 5 through 17 are considered in the town, while other zones (from 18 to 48) are
regarded as settlements and scattered.
• Number of residents is evenly distributed than households (number of residents per
household is considered constant for all the type of areas).
• For each macro-area, (5-17 and 18-48) households are distributed like residential
buildings.
• Transforming household in population is considered through average number of
inhabitants per household.
• All families have the same average number of cars; all the cars are used for the
evacuation.
• Movement of cars are generated only by residential buildings
People evacuated before the alarm (to
disregard)
People who decide
not to evacuate (to
disregard)
People evacuated
after the alarm (to
be considered)
Total
15% 8% 77% 100%
Town Settlements and Scattered houses Total
3249 1083 216 1299 2.50 1.55 2013
Number of households by type of areas (ISTAT census)Total
number
of
residents
Ratio of
R/H
Ratio of
C/H
All Number
of cars
registered

5 34 5.51% 59.68 92.48 71
6 32 5.19% 56.17 87.04 67
7 50 8.10% 87.76 136.00 105
8 49 7.94% 86.01 133.28 103
9 22 3.57% 38.62 59.84 46
10 80 12.97% 140.42 217.60 168
11 28 4.54% 49.15 76.16 59
12 37 6.00% 64.94 100.64 77
13 43 6.97% 75.48 116.96 90
14 70 11.35% 122.87 190.40 147
15 64 10.37% 112.34 174.08 134
16 75 12.16% 131.65 204.00 157
17 33 5.35% 57.92 89.76 69
18 3 0.72% 1.56 2.41 2
19 22 5.29% 11.42 17.71 14
20 4 0.96% 2.08 3.22 2
21 8 1.92% 4.15 6.44 5
22 40 9.62% 20.77 32.19 25
23 21 5.05% 10.90 16.90 13
24 10 2.40% 5.19 8.05 6
25 10 2.40% 5.19 8.05 6
26 39 9.38% 20.25 31.39 24
27 36 8.65% 18.69 28.97 22
28 21 5.05% 10.90 16.90 13
29 8 1.92% 4.15 6.44 5
30 4 0.96% 2.08 3.22 2
31 15 3.61% 7.79 12.07 9
32 18 4.33% 9.35 14.49 11
33 14 3.37% 7.27 11.27 9
34 5 1.20% 2.60 4.02 3
35 20 4.81% 10.38 16.10 12
36 9 2.16% 4.67 7.24 6
37 24 5.77% 12.46 19.32 15
38 14 3.37% 7.27 11.27 9
39 0 0.00% 0.00 0.00 0
40 9 2.16% 4.67 7.24 6
41 17 4.09% 8.83 13.68 11
42 9 2.16% 4.67 7.24 6
43 6 1.44% 3.12 4.83 4
44 9 2.16% 4.67 7.24 6
45 0 0.00% 0.00 0.00 0
46 15 3.61% 7.79 12.07 9
47 3 0.72% 1.56 2.41 2
48 3 0.72% 1.56 2.41 2
Total 1033 1299 2013 1550
ZONE
RESIDENTIAL
BUILDINGS
Percentage
No. of
Households
No. of Cars
No. of
Evacuation Cars

Scenarios
Different scenarios are developed, in order to model the evacuation and for each scenario two
sets of departure time is considered. In order to make the evacuation modeling more realistic
because in real situation all the evacuees do not react simultaneously the departure time is
considered. There are always some prepared people start to move earlier and the others
starting to evacuate later. Consequently, the Origin/Destination matrix is divided into 4 parts;
each part of the flow enters the network 15 minutes after the other, so the evacuation flow
enters the network during 1 hour and in 4 parts every 15 minutes.
In order to simulate the situation where people are not ready to evacuate, the proportion of the
first departure time is considered as 10%, 20%, 25%, and 45%.
In order to have the situation where there would be an emergency preparedness program, so
the population would be ready for a quick evacuation, and 45% of them start the evacuation
right after the alarm, the second departure time is considered as 45%, 25%, 20% and 10%.
This would be a good way to compare a normal situation like in the first case with a different
situation as in the second one.
Resident Household Cars
People evacuated before the alarm (to disregard) 15% 487 195 302
People who decide not to evacuate (to disregard) 8% 260 104 161
People evacuated after the alarm (to be considered) 77% 2502 1000 1550
Total number of residents
Nearest Destination
In case of the destination points announcement the vehicles try to reach the nearest
destination points.
Dedicated Destination If all the vehicle try to reach the dedicated predecided exit points for each zones.
Only 2 for exit
In order to validate previous cases by considering if destination point have not been
announced, according to the local network the only way to get far from flood which
lead to national network would be destination 2
SCENARIOS

Defining the intersections
Data defined for the sections are also provided in the tables below:
Intersection type: Priority/Two-Way Yield-Controlled, Saturation Flows
First Arm : 125-128
Minimum Capacity: Minor 70 - Major 100
Randomness: 1 (fully random)
Estimated delay: (0.1= minute for right turn on minor) & (0.3=minute for left turns)
Initial queue: 2
Ban Turn : Major (Right Turn), Minor (Left Turn)
Section 127
Intersection type: Roundabout/Merge, Gap Acceptance (HCM)
First Arm : 286-323
Critical gap: first arm: 4.1s, Second Arm: 4.3s
Follow up time: 2.7s
Minimum capacity: 100 veh/h
Estimated delay: 0.3 minute for left turns, 0.1 minute for straight way
Initial queue: 2
Follow up time: 2.7s
Section 297
Intersection type: Priority/Two-Way Yield-Controlled, Saturation Flows
First Arm: 285-280
Minimum capacity: 100 veh/h
Initial queue: 2
Section 275

Avenue results
After providing the Origin/Destination matrices for each scenario and also developing
intersections model, AVENUE is used in order to clear the area in less than 3 hours before the
flood reaches the area.
The time of the each scenario is obtained in the animation part of the software.

As a result it is obvious that:
 The evacuation aim is satisfied in all scenarios
 “Dedicated Destination” have relatively less time for evacuation.
 Finally, the “Only 2 for exit” scenario is the worst and have the longest time for evacuation.
Origin Destination Number of Cars Evacuation Duration
43,44 1 9
5:28,30,46 2 1437
29,31:38,40:42 3 100
47,48 4 4
18:29,43,44 1 147
05:11 2 618
12:17,30:34,38 3 718
35:37,40:42,46:48 4 68
10% 20% 25% 45% 01:26:01
45% 25% 20% 10% 01:17:48
Departure set
Nearest Destination
10% 20% 25% 45% 01:21:18
45% 25% 20% 10% 01:12:05
Only 2 for exit All 2
01:10:58
45% 25% 20% 10% 01:07:45
Dedicated Destination
10% 20% 25% 45%
1550

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