Abstract:
A system and method for providing increased traffic carrying capacity of a road, such as a highway, by modifying an existing roadway from, for example, four lanes to five lanes, to create an additional travel lane. The system and method dynamically changes the width of travel lanes using, for example, embedded pavement lights, or other lighting arrangements, in lieu of traditional painted lane lines. As traffic volumes increase and speeds decrease along the road, an intelligent transport system (ITS) sends a congestion signal to the overhead lane controls and dynamic message signs (DMS) along the entire road segment of interest. The posted speed limits are changed, and the lane markings are controlled to dynamically increase the number of lanes in the road segment to five, for example, of narrower widths until traffic volumes reduce and the number of lanes can be returned to four, for example, with normal speed limits.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application is a continuation-in-part of U.S. patent application Ser. No. 15/094,446, filed on Apr. 8, 2016, now U.S. Pat. No. 9,460,618, which claims priority to U.S. Provisional Patent Application No. 62/297,708, filed on Feb. 19, 2016, the entire contents of U.S. patent application Ser. No. 15/094,446 and U.S. Provisional Patent Application No. 62/297,708 being incorporated by reference herein. 
    
    
     BACKGROUND 
     Field of the Invention 
     The present invention generally relates to a system and method for providing traffic congestion relief. More particularly, the present invention relates to a system and method for providing traffic congestion relief by receiving data from traffic and speed sensing monitors and, based on that data, operating a lighted lane markings, such as LED in-pavement lane markings, to change the widths and number of the traffic lanes, thus maximizing the number of lanes based on congestion and speed of the vehicles and increasing road traffic carrying capacity. 
     Background Information 
     Federal and state highway design manuals incorporate standards which provide operational road maximization based on optimal driving conditions. For example, road geometrics are utilized based on maximum design speeds. Because these geometrics are static, the geometrics cannot change or adapt regardless of the real time operations of traffic on a road. Therefore, when the designed vehicle travel speeds are achievable, the roads function in acceptable fashion with specified design standards and geometrics. However, at other times when the designed vehicle travel speeds are not achievable due to, for example, congestion caused by over capacity of the traditional road design parameters, the road functions in a much less efficient manner. Hence, traffic jams, congestion, slower commuting travel, increased air pollution due to stop and go traffic, traffic speeds less than the designed vehicle travel speeds, and other undesirable circumstances occur. 
     Examples of guidelines for these type of lane configurations are set forth by the American Association of State Highway and Transportation Officials (AASHTO). For example, in urban areas where pedestrian crossings, right-of-way, or existing development place stringent controls on lane widths, the use of 3.3-m (11-ft) lanes may be appropriate. Lanes that are 3.0 m (10 ft) wide are also acceptable on low-speed facilities, and lanes 2.7 m (9 ft) wide may be appropriate on low-volume roads in rural and residential areas. Further information is available in the NCHRP Report 362, Roadway Widths for Low-Traffic Volume Roads (45). In some instances, on multilane facilities in urban areas, narrower inside lanes may be utilized to permit wider outside lanes for bicycle use. 
     Thus, traditional roads either serve a single purpose of a higher speed highways or at lower speed urban arterial, but not both. Typically, neither type of road can effectively adapt to changes in traffic volume and so on, which can often change several times during a typical day. Roadways in urban areas are designed with different standards based on the objectives of the proposed highway operations, and transportation public agencies often stipulate specified design standards of the proposed road segments. Once constructed, either the highway or the arterial will incorporate geometries to address the proposed operational standards, thereby forgoing any geometric flexibility to adapt the road to changing needs, such as changes in traffic volume and so on. 
     With conventional road geometries, it is very common for roadway operations to change during certain times of the day due to non-controllable events such as high commuter volumes experienced during peak rush hours, inclement weather conditions, or highway incidents. During these times, optimization of traffic carrying capacity is generally not achievable on conventional roads, mainly because road geometries remain static based on the designed speed standards. For example, highway design speeds in the 50 to 60 mph range commonly mandate lane widths of 12 feet. However, urban arterial roads with higher volumes of traffic can and should operate with narrower lanes, such as 10 feet wide lanes. The narrower lanes are permissible for vehicles to operate safely and efficiently at speeds of 40 miles or less. Also, the 10 feet wide lanes may actually encourage maintaining the lower speeds in urban congestion areas, as is apparent based on studies throughout the country. Nevertheless, because the road geometries on these conventional roads are static, the geometrics remain unchanged even if different geometrics would be appropriate to accommodate different traffic conditions. 
     Accordingly, in view of the above shortcomings, a need exists for an improved system and method for providing traffic congestion relief. 
     SUMMARY 
     One aspect of the present invention provides a system and method for providing increased traffic carrying capacity of a road, such as a highway. The system and method operates to reduce traffic congestion and increase driving safety by modifying an existing roadway from, for example, four lanes to five lanes to create an additional travel lane. In particular, the system and method dynamically changes the widths and number of travel lanes using dynamic indicators, such as LED embedded pavement lights in the road surface or other types of lighting arrangements, in lieu of traditional painted lane lines. The system and method utilize, for example, functionality of an intelligent transportation system (ITS). As traffic volumes increase and speeds decrease along the road, the ITS sends a signal, such as a wireless signal, to the overhead lane controls and dynamic message signs (DMS) along the entire segment of the road of interest. The system and method send signals to change the posted speed limits and the LED in-pavement lane markings to dynamically increase the number of lanes in the road segment such that the road segment has more lanes (e.g., 5 lanes instead of 4) of narrower widths (e.g., approximately 10 feet wide each instead of the standard 12 feet wide lanes). The system and method maintain the increased number of lanes until traffic volumes reduce and vehicle are capable of operating using the original number of lanes of standard lane width dimensions. The system and method thus controls the lane markings in the road segment to transition back to the original four-lane configuration with normal speed limits. 
     These and other objects, features, aspects and advantages of the present invention will become apparent to those skilled in the art from the following detailed description, which, taken in conjunction with the annexed drawings, discloses a preferred embodiment of the present invention. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       Referring now to the attached drawings which form a part of this original disclosure: 
         FIG. 1  is a block diagram illustrating an example of a system for providing traffic congestion relief using dynamic lighted road lane markings according to a disclosed embodiment; 
         FIG. 2  is a cross-sectional view of a road segment illustrating an example of a lighting device, such as an LED device, that is embedded in the road segment and operates as a dynamic lighted road lane marking employed in the system shown in  FIG. 1 ; 
         FIG. 3  is a diagrammatic view illustrating an example of a road segment being controlled by the system shown in  FIG. 1  to illuminate four road lanes of the road segment under normal traffic conditions; 
         FIG. 4  is a diagrammatic view illustrating an example of a road segment being controlled by the system shown in  FIG. 1  to illuminate four road lanes of the road segment in advance of a congested area; 
         FIG. 5  is a diagrammatic view illustrating an example of a transition between four lanes to five lanes in the road segment; 
         FIG. 6  is a diagrammatic view further illustrating an example of a transition between four lanes to five lanes in the road segment; 
         FIG. 7  is a diagrammatic view illustrating an example of a road segment being controlled by the system shown in  FIG. 1  to illuminate five road lanes of the road segment under congested traffic conditions; 
         FIG. 8  is a diagrammatic view illustrating an example of a transition between five lanes back to four lanes in the road segment; 
         FIG. 9  is a diagrammatic view illustrating an example of a transition between five lanes to four lanes in the road segment; and 
         FIGS. 10 through 27  are diagrammatic views illustrating an example of operations for controlling the system as shown in  FIGS. 1 through 9  to transition between four lanes to five lanes and back again in a main section of the road segment according to a disclosed embodiment. 
     
    
    
     DETAILED DESCRIPTION OF EMBODIMENTS 
     Selected embodiments will now be explained with reference to the drawings. It will be apparent to those skilled in the art from this disclosure that the following descriptions of the disclosed embodiments are provided for illustration only and not for the purpose of limiting the invention as defined by the appended claims and their equivalents. 
       FIG. 1  illustrates an example of a system and method for providing traffic congestion relief  10  (known as “SmartRoad”) according to a disclosed embodiment. As shown, the system  10  includes one or more controllers  12 . Each controller  12  includes at least one communication device  14 , such as a wireless communication device or wired communication device, for communicating information to and from external sources. For example, the communication device  14  enables the controller  12  to communicate with dynamic indicators  16  associated with a road segment  18 , such as a portion of a highway or any type of road that permits vehicular traffic. As discussed herein, the dynamic indicators  16  are grouped or configured to represent lane makers (e.g., dashes) M as would typically be represented by painted markers on a conventional road segment. As with standard painted lane markers, each lane marker M has a length of 10 feet, and the lane markers M are separated from each other by 30 feet. Naturally, the length of each lane marker M and the separation between adjacent lane markers M can be any suitable value as understood in the art. Also, the dynamic indicators  16  are positioned to represent the left shoulder line LSL and right shoulder line RSL as would also typically be represented by paint on a conventional road segment. Each dynamic indicator  16  in this example can include a communication device  20  for communicating with, for example, the communication device  12  of the controller  10  or any other external communication devices wirelessly or in a wired manner as understood in the art. Each communication device  20  can include a processor or type of controller for controlling operation of the dynamic indicator  16  as discussed herein and as understood in the art. Also, in certain geometric situations including sharp curves, dynamic indicators  16  placed close to each other, such as 3 feet apart, can be utilized as appropriate. 
     The communication device  20  can also communicate with other communication devices  20  in other dynamic indicators  16  such that the dynamic indicators  16  can communicate with each other. Each dynamic indicator  16  in this example further includes an indicator device  22 . An indictor device  22  can be a lighting device, such as LED lights, fiber optic strips, light pipes, shifting colored plates, and so on, that is, for example, embedded into the surface of the road segment  18 , or fixed to or associated with the road  18  in any suitable manner as discussed herein and understood in the art. 
     The indicator device  22  also can be any of the other type of active or passive indicator devices discussed herein, or a combination of such indicator devices. For instance, an indicator device  22  can be a surface of a dynamic indicator  16  that is illuminated by a lighting device, such as a laser, that is positioned above the road segment  18  or at any other appropriate location. An indicator device  22  can be an imprinted or painted surface that is activated or illuminated by a lighting device or energy emitting device positioned above the road segment  18  or at any other appropriate location. Also, in a smart vehicle technology application, an indicator device  22  can include an interface that provides an invisible track along which a smart vehicle (e.g., a “driverless vehicle”) is controlled to travel, thus creating a virtual lane for the vehicle. Naturally, any indicator device  22  can include a combination of these types of technologies as desired. Furthermore, each dynamic indicator  16  can illuminate a certain color. For example, the dynamic indicators  16  positioned as lane markers M can illuminate white, or a different color such as yellow or amber. Likewise, dynamic indicators  16  positioned to represent the left shoulder line LSL and right shoulder line RSL can illuminate white, or a different color such as yellow or amber. In this example, the left shoulder lane LSL illuminates in yellow or amber, in particular. Other dynamic indicators  16  positioned as the taper lines discussed below can illuminate white, or any other suitable color such as yellow or amber. 
     As can be appreciated from the description herein, the dynamic indicators  16  can include embedded durable LED lights, such as the LED light  24  shown in  FIG. 2 , as the indicator devices  22 . Each LED light  24  in this example is embedded in the surface  26  of the road segment  18 . As discussed herein, these LED lights  24  replace the traditional painted white lines or any other types of traditional fixed or movable types of barriers, such as cones, pylons and so on. The LED lights  24  are very durable, self-cleaning, and have been approved for use throughout the world for traffic related applications. 
     The dynamic indicators  16 , such as those including the LED lights  24 , in this example can also include illumination controls which will automatically adjust based on the time of the day and during inclement weather conditions. The LED in embedded pavement lights can in this example be clearly visible during bright sunlight, but will not be overwhelming for night time driving. The brightness will be controlled automatically through the technology operational sensor system of the system  10  as understood in the art. 
     The LED lights  24  are embedded slightly above the elevation of the surface  26  of the pavement of the road section  18  to allow for normal plowing operations. The LED lights  24  have a design life of over 10 years, therefore maintenance is minimal. A non-connected energy source, such as an inductive power transfer source  28 , can be used to power the LED lights  24 . Thus, there need not be direct wire connections to the LED lights  24 , which are typically the cause of maintenance issues due to corrosion. However, the dynamic indicators  16 , such as those including the LEDs lights  24  as the indicator devices  22 , can be powered in any other suitable manner, including wired power, solar power, and so on. Moreover, since the LED lights  24  can be one-way directional, the emitted light will not interfere with opposing traffic motorist. The in-pavement LED lights  24  could be installed using a coring drill device or any other suitable equipment as understood in the art. Also, power cabling for operation of the in-pavement LED markings can be saw cut into the pavement and sealed with high-strength epoxy, or in any other suitable manner, followed up with an asphalt topping coat or other pavement type to complete the installation. 
     As further shown in  FIG. 1 , the communication device  14  associated with the controller  12  also enables the controller  12  to communicate with any suitable type of communication device  30  on vehicles  32 , to exchange information between the controller  12  and the vehicles  32 . Furthermore, the communication devices  20  of the dynamic indicators  16  can communicate with the communication devices  30  on the vehicles  32  as understood in the art. For instance, the controller  12  and the dynamic indicators  16  can communicate with GPS devices, mapping devices and other devices on the vehicles  32  so that the GPS and mapping devices can display a representation of the virtual lanes created by the dynamic indicators  16  along the road segment  18 . Also, by linking the controller  12  to databases such as weather radar, the roadway can make adjustments to the road geometrics in a manner described below during inclement weather thereby slowing speeds on the road, adding an additional travel lane and minimizing the potential for accidents. Thus, the system  10  could follow a storm and make real time adjustments to the roadway in order to increase capacity, but also slow down speeds in a manner described below. The system  10  can also control the dynamic indicators  16  as described below to change the road configuration due to special conditions or events, even in cases of national emergency. 
     As discussed in more detail below, the controller  12  includes hardware and software for controlling the system  10 , and can also allow a form manual control of at least some of the features of the system  10 . The controller  12  preferably includes a microcomputer with a control program that controls components of the system  10 , such as the communication device  14 , dynamic indicators  16  and other components as discussed herein. The controller  12  includes other conventional components such as an input interface circuit, an output interface circuit, and storage devices such as a ROM (Read Only Memory) device and a RAM (Random Access Memory) device. It will be apparent to those skilled in the art from this disclosure that the precise structure and algorithms for the controller  12  can be any combination of hardware and software that will carry out the functions of the present invention. Also, a processor of a communication device  20  of each a dynamic indicator  16  can include similar features for controlling the communication device  20  and operating the dynamic indicator  16 . Furthermore, the controller  12  can communicate with the other components of the system  10  discussed herein in any suitable manner as understood in the art. In addition, the controller  12  can employ software monitoring to detect any malfunctions of, for example, the in-pavement LED lights  24 , the overhead gantry signs  40  and so on. Hence, monitoring and maintenance operations can be constantly monitored, and maintenance messages can be sent automatically to the road operations center by the controller  12 . The controller  12  can also provide real-time information on energy usage due associated with the in-pavement LED lights  24  and so on. 
     That is, the controller  12  communicates with traffic monitoring and sensing equipment  34  as known in the art, such as an intelligent transportation system (ITS) as discussed above, which detects vehicle speeds on the road segment  18 , such as slower vehicle speeds. Each unit of the traffic and monitoring sensing equipment  34  can be positioned at certain distances along the road segment  18 , such as every half mile or at any other suitable distances. The traffic monitoring and sensing equipment  34  typically operates 24 hours a day, 7 days a week. The traffic monitoring and sensing equipment  34  also can include equipment as known in the art for monitoring, for example, weather conditions or other conditions affecting the road segment  18 . Naturally, such weather monitoring equipment and other monitoring equipment can be disposed at any suitable locations with respect to the road segment  18 , and can communicate directly with the controller  12 , the dynamic indicators  16 , the vehicles  32  and so on. Thus, the traffic monitoring and sensing equipment  34  includes a communication device  36  that communicates information pertaining to such vehicle speeds to the controller  12  wirelessly or in a wired manner as understood in the art. The traffic monitoring and sensing equipment  34  is also capable of communicating via the communication device with the dynamic indicators  16 , the vehicles  32  and any other external devices as understood in the art and described herein. For instance, the traffic monitoring and sensing equipment  34  can communicate with overhead gantry signage signal  40  as discussed herein. The overhead gantry signs  40  can be programmable and have, for example, a life cycle of 10 years or more. 
     Examples of functionality of the system  10  will now be described. Although the examples below mainly discuss the use of LED lights  24  as the types of indicator devices  22 , any configuration of the indicator devices  22  as discussed herein (e.g., laser activated, smart vehicle technology and so on) can be used in the examples described herein. The system  10  thus allows for road segments  18  to change and adapt to different traffic volume needs of a road as necessary for purposes of optimizing traffic capacity. The road segment  18  can change its geometrics as needed in real time to provide duel service of a higher speed highway versus an urban arterial. Thus, the system  10  is operable to increase, in a safe and environmentally sensitive approach, traffic capacity in traditional roads. Also, in a smart vehicle technology application, the dynamic indicators  16  provide an invisible track along which a smart vehicle (e.g., a “driverless vehicle”) is controlled to travel. 
       FIGS. 3 through 8  illustrate a road segment  18  employing features of the system  10  as discussed above. The road segment  18  can be, for example, a portion of a highway that commonly experiences congestion during morning and evening commuting times. For instance, a road segment  18  can be a segment of 1-270 near Washington, D.C. that commonly experiences congestion during morning and evening commuting times. The road segment  18  can be several miles long, such as 10 miles or any suitable length as is necessary for the road at issue. Also, prior to and after the road segment  18 , the road markers and shoulder lines are represented by conventional painted lines. 
     As discussed above, the controller  12  receives information from the traffic monitoring and sensing equipment  34  (e.g., the ITS) pertaining to monitored vehicle speeds, monitored traffic volume and so on. As indicated in  FIG. 3 , during normal vehicle traffic conditions in the road segment  18 , the controller  12  controls the dynamic indicators  16  to illuminate markers M to represent four lanes L 1 , L 2 , L 3  and L 4  as would be represented on a typical four lane highway by painted markings. The dynamic indicators  16  begin where the conventional painted lines end along the road at the beginning of the road segment  18 , and extend throughout the entire road segment  18  as will now be described. 
     For example, each of the four lanes L 1  through L 4  of a standard highway having painted markers has a standard width of 12 feet, and each of the left and right shoulders LS and RS of a standard highway having standard painted shoulder lines have a standard width of 11 feet. In this exemplary configuration, the beginning of the road segment  18  begins at the point on the road where the painted shoulder lines and the painted markers end. Thus, at the beginning of the road segment  18 , the dynamic indicators  16  are positioned to represent the lane markers M (e.g., white dashes), the left shoulder line LSL and the right shoulder line RSL. As with standard painted lane markers, each lane marker (dash) M has a length of 10 feet, and the lane markers (dashes) Ms are separated from each other by 30 feet intervals. Also, the dynamic indicators  16  identify the left shoulder line LSL of the left shoulder LS and the right shoulder line RSL of the right shoulder RS of the road segment  18 . 
     Furthermore, at the beginning of the road segment  18 , the dynamic indicators  16  are positioned along the portion of the road segment to provide a 140 feet long taper of the left shoulder line LSL and the right shoulder line RSL to decrease the width of the left shoulder LS and the width of the right shoulder RS from 11 feet to 9 feet. This causes the width of the leftmost lane L 1  and the width of the rightmost lane L 4  to increase to 14 feet each. Thus, during normal non-peak traffic times, the dynamic indicators  16  making up the left shoulder line LSL, the right shoulder line RSL and the markers M outline the leftmost lane L 1  having a width of 14 feet wide, the two middle lanes L 2  and L 3  each having a width of 12 feet, and the rightmost lane L 4  having a width of 14 feet as shown in  FIG. 3 . This arrangement of the wider leftmost lane L 1  and rightmost lane R 1  decreases the likelihood that vehicles  32  transitioning from the four lane configuration to the five lane configuration discussed below will overrun dynamic indicators  16  making up the markers M between the lanes. Naturally, the tapered portion of the road segment  18  need not extend for 140 feet along a portion of the road segment  18 , but can be any suitable length. Also, the tapered portion of the road segment  18  need not begin exactly where the conventional painted lines on the road segment  18  end, but rather, the dynamic indicators  16  may be positioned for a short distance after the painted lines end without tapering the left shoulder line LSL and the right shoulder line RSL, and then the tapered portions of the left shoulder line LSL and the right shoulder line RSL can begin. Moreover, the widths of the left shoulder LS and right shoulder RS can be decreased to any suitable value in a manner consistent with the description herein. 
     The ITS or the controller  12  also controls the overhead gantry sign  40  to indicate that all four lanes L 1  through L 4  are open and speed is normal (e.g., 65 mph). Therefore, while the controller  12  receives information from the traffic monitoring and sensing equipment  34  indicating that travel conditions are normal (e.g., no congestion conditions exist), the controller  12  continues to control the dynamic indicators  16  to represent the four lanes L 1  through L 4 , the left shoulder line LSL and the right shoulder line RSL as shown in  FIG. 3  for the entire road segment  18 . In addition, the controller  12 , the ITS or both can wirelessly communicate information pertaining to the road lane configuration to the communication devices  30  on the vehicles  32  so that the vehicles  32  can, for example, provide this information to their drivers via visual and/or audio representations, such as on a GPS map display, via audible warnings and so on. 
     When the traffic monitoring and sensing equipment  34  determines that, for example, the traffic pattern on the road segment  18  indicates that there is congestion in the road segment  18 , the controller  12  receives information from the traffic monitoring and sensing equipment  34  indicating that a congestion condition is being detected. Thus, as shown in  FIG. 4 , the ITS or the controller  12  can control the overhead gantry sign  40  to indicate to motorist that there is congestion ahead and that the lane configuration will be changing. The initial signage information can appear on overhead gantry signs  40  upstream of the congestion area of the road segment  18  by approximately 2 miles, for example, or any suitable distance. As with a conventional highway, overhead gantry signs  40  are positioned along the road segment  18  at certain distances, such as every 1,100 feet apart or at any suitable spacing. 
     As the motorist continues to travels closer to the congestion area, the overhead gantry sign  40  along the road segment  18  at a location closer to the congested area will inform the motorist to follow the illuminated dynamic indicators  16 . The overhead gantry signs  40  also provide an indication to inform the driver that the lanes on the road segment  18  will narrow and speeds will decrease (e.g., to 45 mph or any appropriate speed as understood in the art). This provides the motorist adequate time to adjust driving patterns before entering the congested area. Such information, along with the increased awareness of the different lane patterns provided by the dynamic indicators  16 , improve operating safety of the vehicles  32  in the congested area along the road segment  18 . 
     As shown in  FIG. 5 , the dynamic indicators  16  are positioned along a portion of the road segment  18  to provide a taper which directs drivers of the vehicles  32  toward the lanes of the new lane pattern. In this example, dynamic indicators  16  are positioned to create taper lines TL 1 , TL 2 , TL 3  and TL 4  which provide an illuminated path for the drivers of the vehicles  32  toward the lanes of the five lane road pattern which is shown in  FIG. 6 . The taper lines TL 1  through TL 4  can illuminate in any suitable color, such as white, yellow or amber. In this example, the middle taper lines TL 2  and TL 3 , in particular, illuminate in yellow or amber. Also in this example, taper lines TL 1 , TL 2 , TL 3  and TL 4  begin at the end of the 140 feet long tapered section of the left shoulder line LSL and the right shoulder line RSL and extend for 500 feet along the road segment  18  to transition the four lanes L 1  through L 4  into five lanes L 1 - 1  through L 1 - 5 . 
     As further shown in  FIG. 6 , during, shortly after and/or shortly before the portion of the road segment  18  at which the taper lines TL 1 , TL 2 , TL 3  and TL 4  are present, the controller  12  can control the dynamic indicators  16  representing the lane markers M for the four lanes to fade in illumination while the controller controls the dynamic indicators representing the lane markers M- 1  for the five lanes to increase in intensity. Naturally, the taper lines TL 1 , TL 2 , TL 3  and TL 4  need not extend for 500 feet along the road segment  18 , but can extend for any suitable length in a manner consistent with the description herein. Also, the taper lines TL 1 , TL 2 , TL 3  and TL 4  need not begin at the end of the 140 feet long tapered segment, but can begin at a location within the 140 feet long tapered segment, or after a suitable distance from the end of the 140 feet segment. In this example, the dynamic indicators  16  are positioned to illuminate a five lane pattern with the leftmost lane L 1 - 1  having a width of 10.5 feet, the left of center lane L 2 - 1  having a width of 10 feet, the center lane L 3 - 1  having a width of 11 feet, the right of center lane L 4 - 1  having a width of 10 feet, and the rightmost lane L 5 - 1  having a width of 10.5 feet. The left shoulder LS and right shoulder RS each will still have a width of 9 feet which does not change throughout the five lane portion of the road segment  18 . Also, during the 500 feet long transition portion, an overhead gantry sign  40  can display a signal, such as a flashing or solid red “X,” above the center lane L 3 - 1  to indicate to drivers of the vehicles  32  that the center lane L 3 - 1  should not yet be used. Thus, after the after the 500 feet long transition portion of the road segment  18 , another overhead gantry sign  40  can display a signal, such as a green arrow, indicating that vehicles  32  can begin to use the center lane L 3 - 1  (the 5 th  lane) that is 11 feet wide. 
     The dynamic indicators  16  representing the five lane configuration extend from a location beginning within the 500 feet long transition portion at the beginning of the road segment  18 , and along the entire road segment  18  to a location ending within the 500 feet long transition portion at the end of the road segment  18  as discussed below. Accordingly, the addition of the center lane L 3 - 1  increases traffic capacity by 25 percent over the four lane configuration, and thus relieves traffic congestion without expanding the highway footprint. Moreover, by occupying a slight portion of the left shoulder LS and the right shoulder RS (e.g., 2 feet of each shoulder), the five lane configuration section easily fits within the existing pavement areas of roads such highways. The narrower lanes are also more optimal for the slower speeds and discourage higher speeds during these times of congestion, near an accident site, or during inclement weather. Thus, the narrower lanes L 1 - 1  through L 5 - 1  also provide speed “calming” to encourage safer operation due to congestion or other incidents, or adverse weather conditions. Also, the system  10  need not be limited changing between four and five lanes, but can be configured to change between any suitable number of lanes. For instance, the system  10  can be configured to change between three lanes and four lanes, five lanes and six lanes, and so on, depending on the number of lanes on the paved road. Also, if the width of the paved road changes in the road segment  18 , the system  10  can employ an additional transition portion and, if necessary or desirable, an additional tapered portion, to further change the number of lanes within the road segment. For example, if the width of the paved road changes in the road segment  18  to be wide enough to accommodate five lanes, the system  10  can employ an additional transition portion and, if necessary or desirable, an additional tapered portion, of the types shown in  FIGS. 3 through 5 , with dynamic indicators  16  arranged to enable a transition from five to six lanes. 
     As shown in  FIG. 7 , the controller  12  can continue to control the dynamic indicators  16  representing the lane markers M- 1  to represent the five lanes L 1 - 1  through L 5 - 1 . At a position near the end of the road segment  18 , the controller  12  can control the dynamic indicators  16  to transition back to the original four lane configuration with four lanes L 1  through L 4 . For instance, as shown in  FIG. 8 , during a 500 feet transition portion near the end of the road segment  18 , the controller  12  can control the dynamic indicators  16  to illuminate the lane markers M, the left shoulder line LSL and the right shoulder line RSL to represent the width of the left shoulder LS and the width of the right shoulder RS at 9 feet each, with the leftmost lane L 1  having a width of 14 feet wide, the two middle lanes L 2  and L 3  each having a width of 12 feet, and the rightmost lane L 4  having a width of 14 feet. 
     After this 500 feet transition portion, another 140 feet taper portion exists in which the dynamic indicators  16  representing the left shoulder line LSL and the right shoulder line RSL are configured to increase the width of the left shoulder LS and the width of the right shoulder RS to 11 feet each where the painted shoulder lines and painted lane markers begin again on the road. Naturally, this 140 taper portion can begin at a location within the 500 feet transition portion, or at a position shortly after the 500 feet transition portion. Also, the lengths of the taper portion and the transition portion need not be 140 feet and 500 feet, respectively, but can be any suitable length in a manner consistent with the description herein. Furthermore, the transition portion can include dynamic indicators  16  which are positioned to represent taper lines TL 1 , TL 2 , TL 3  and TL 4  that taper in a direction opposite to that described above to transition from five lanes L 1 - 1  through L 5 - 1  to four lanes L 1  through L 4 . In this example, the middle taper lines TL 2  and TL 3 , in particular, illuminate in yellow or amber, but the taper lines TL 1  through TL 4  can illuminate in any suitable color such as white, yellow or amber. Also, during the 500 feet long transition portion, an overhead gantry sign  40  can display a signal, such as a flashing or solid red “X,” above the center lane L 3 - 1  to indicate to drivers of the vehicles  32  that the center lane L 3 - 1  should no longer be used. Furthermore, if the width of the paved road in the road segment  18  accommodates additional lanes (e.g., six lanes) as discussed above, the system  10  can employ an additional transition portion and, if necessary or desirable, an additional tapered portion, to enable a transition from six lanes to five lanes as the width of the paved road decreases, before decreasing from five lanes to four lanes. 
     In addition, as shown in  FIG. 9 , the controller  12  can control the dynamic indicators  16  representing the lane markers M- 1  for the five lanes to fade in illumination while the controller controls the dynamic indicators representing the lane markers M for the four lanes to increase in intensity. At this time, the overhead gantry sign  40  can display, for example, green arrows indicating that four lanes L 1  through L 4  are open. At the end of the road segment  18 , the dynamic indicators  16  end, and the road markers and shoulder lines are represented by conventional painted lines. 
     As can be appreciated from the above, the system  10  described herein saves significant costs when compared to construction costs for physically adding a lane to a road segment. The system  10  also avoids the costs and time required to acquire additional right-of-way and environmental impact studies associated with increasing the physical size of a roadway to add a lane. For instance, the system  10  can be implemented in months. The system  10  also avoids traffic disruptions commonly associated with physically widening a road, as well as changes in storm runoff, noise to surrounding areas and so on. Moreover, the decreased lane widths in the congested areas results in slower speeds which can increase driving safety. 
     In addition, the illuminated markers and lines as discussed above are more visible at night and during adverse weather conditions such as rainstorms, fog, ice and snow events. The system  10  can use white lighting in the dynamic indicators  16  for all interior lane markings, but utilize yellow in dynamic indicators  16  along perimeter conditions of lanes. Also, the overhead gantry signs  40  can display additional road information can be clearly and regularly provided to motorists. The gantry signs  40  can convey information on approaching backups, accidents, and other occurrences that impact the operations of the traditionally designed speed road. Additionally, the system  10  can control the dynamic indicators  16  to allows for the creation of a “fare” lanes (e.g., as designed by illumination color) to enable vehicles to travel in less congested lanes but pay for such usage. 
     It can further be appreciated that the controller  12  can control the dynamic indicators  16  representing the lane markers M and M- 1 , as well as the overhead gantry signs  40 , to provide transitioning from, for example, the four lane operation to the five lane operation and vice-versa at the beginning and end of the congestion scenario as discussed above. For instance, if a known congestion scenario such as increased traffic during rush hour occurs at particular times during the day, the controller  12  can control the dynamic indicators  16  as discussed herein to provide the five lane operation during the rush hour period and the four lane operation during the non-rush hour period. Naturally, there is likely to be vehicles  32  already present within the road segment  18  when the rush hour period begins and ends. Thus, the controller  12  controls the lane markers M and M- 1 , and the overhead gantry signs  40 , to perform this change between the four and five lane operations, and the five and four lane operations, in a manner that safely and effectively transitions the vehicles  32  within the road segment  18  into the appropriate lanes. Although for purposes of this discussion the controller  12  is described as controlling the lane markers M and M- 1 , it should be understood that the controller  12  is controlling the dynamic indicators  16  as discussed herein to achieve the operations of the lane markers M and M- 1  as discussed herein. Naturally, the controller  12  can also control the dynamic indicators  16  that form the taper lines TL 1 , TL 2 , TL 3  and TL 4 , left shoulder line LSL and the right shoulder line RSL in any appropriate manner as consistent with the operations described herein. 
       FIG. 10  illustrates an example of a portion (e.g., a main portion) of the road segment  18  as shown, for example, in  FIGS. 6 and 7 , which is between the transitional portions of the road segment  18  as shown, for example, in  FIGS. 5 and 8  as discussed above. During the off-peak situation, such as during a non-rush hour period, the controller  12  controls the lane markers M to be active to provide lanes L 1  through L 4  having the widths as discussed herein, while the controller  12  deactivates the lane markers M- 1 . The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are open. Also, as discussed herein, the controller  12 , the ITS or both can wirelessly communicate information pertaining to the road lane configuration to the communication devices  30  on the vehicles  32  so that the vehicles  32  can, for example, provide this information to their drivers via visual and/or audio representations, such as on a GPS map display, via audible warnings and so on, and via the driver&#39;s smart phone or any other suitable device. It should also be understood that the controller  12  can control the lane markers M and M- 1 , as well as the overhead gantries  40  and any other suitable DMS, and also provide appropriate communication as discussed herein, in the same or similar manner throughout the entire main portion of the road segment  18 . It should also be noted that although, as discussed above, the left shoulder line LSL and the right shoulder line RSL are positioned to provide shoulder widths of 9 feet in the main portion of the road segment  18 , the road segment  18  can include an additional left shoulder line and right shoulder line that can run in parallel or substantially in parallel with the respective left shoulder line LSL and right shoulder line RSL to provide left and right shoulders having widths of 11 feet or any other suitable widths. These additional left and right shoulder lines can include dynamic indicators  16  that the controller  12  can control in a manner consistent with that described herein to provide the right and left shoulders having widths of 11 feet or any other suitable widths. 
     As shown in  FIG. 11 , the congestion situation, such as the beginning of rush hour, is about to begin. Therefore, as indicated, the controller  12  controls the lane markers M to continue to be active to provide lanes L 1  through L 4  having the widths as discussed herein, while the controller  12  continues to deactivate the lane markers M- 1 . The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are open, but now controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights,” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. Therefore, the controller  12  increases awareness to the drivers via the information on the overhead gantries  40  and so on. 
     As shown in  FIG. 12 , as the beginning of rush hour (the congestion situation) becomes closer in time, the controller  12  controls the lane markers M to continue to be active to provide lanes L 1  through L 4  having the widths as discussed herein, while the controller  12  continues to deactivate the lane markers M- 1 . However, as indicated, the controller  12  begins to control some of the lane markers M, designated by F as encircled in  FIG. 12 , to begin to fade in intensity. For instance, if dynamic indicators  16  of the markers M are configured as illumination devices such as lights, the controller  12  controls those dynamic indicators  16  to fade in illumination. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are open, but now controls the overhead gantries  40  to display additional information as indicated, such as “lane narrows” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. 
     As shown in  FIG. 13 , as the beginning of rush hour (the congestion situation) becomes even closer in time, the controller  12  controls some of the lane markers M to continue to be active, while the controller  12  controls the lane markers M designated by F in  FIG. 12  to become deactivated. As further shown, the controller  12  begins to control some of the lane markers M- 1 , to become activated. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are still open, but as indicated the positions of the green arrows have changed to be more aligned with the five lane L 1  through L 5  configuration. The controller  12  further controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. Thus, as shown in  FIGS. 14 through 16 , vehicles  32  should begin to reposition themselves to follow the green arrows. 
     As shown in  FIG. 17 , as the beginning of rush hour (the congestion situation) becomes even closer in time, the controller  12  has by this time is controlling the lane markers M to be inactive, while the controller  12  controls the lane markers M- 1  to be active. As shown, the lane markers M designated by F in  FIG. 17  can be the last to become deactivated, to thus accommodate the middle lane L 3 - 1  of the five lane configuration. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are still open, but as indicated the positions of the green arrows remain changed to be more aligned with the five lane L 1 - 1  through L 5 - 1  configuration. The widths of the five lanes L 1 - 1  through L 5 - 1  can be as described above or any other suitable widths. In one example, the lanes L 1 - 1  through L 5 - 1  can be configured with respect to the middle lane maker M such that the leftmost lane marker M 1  is a distance W 1  from the middle lane marker M and the rightmost lane marker M 1  is at a distance W 2  from the middle lane marker M as shown in  FIGS. 16 and 17 . The widths W 1  and W 2  can each be, for example, 15.5 feet, or any other suitable widths to achieve the operations described herein. The controller  12  further controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. 
     As shown in  FIG. 18 , as rush hour (the congestion situation) now begins, the controller  12  controls the lane markers M to continue to be inactive, while the controller  12  controls the lane markers M- 1  to be active to provide the five lane L 1 - 1  through L 5 - 1  configuration. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the five lanes L 1 - 1  through L 5 - 1  are open, and further controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. 
     The configuration shown in  FIG. 18  can continue for the entire rush hour (congestion situation) period, such as from at or about 6:30 AM to at or about 9:30 AM in one direction, and from at or about 3:30 PM to at or about 6:30 PM in the other direction. Then, as shown in  FIG. 19 , as the end of rush hour (the congestion situation) begins to approach, the controller  12  begins operations to transition the main portion of the road segment  18  from the five lane configuration L 1 - 1  through L 5 - 1  back to the four lane configuration L 1  through L 4 . As shown, the controller  12  controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the five lanes L 1 - 1  through L 5 - 1  are still open. The controller  12  further controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. 
     As shown in  FIG. 20 , as the end of rush hour (the congestion situation) continues to approach in time, the controller  12  begins operations to fade out some of the lane markers M- 1  of the five lane configuration. The controller  12  also controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the middle lane L 3 - 1  of the five lanes L 1 - 1  through L 5 - 1  is going to close, and that the vehicle  32  should merge to the left or right (e.g., “lane closing MERGE”). This information can also be provided to the vehicles  32  and the drivers as discussed above. 
     As shown in  FIGS. 21 and 22 , as the end of rush hour (the congestion situation) becomes even closer in time, the controller  12  continues to fade out some of the lane markers M- 1  of the five lane configuration. The controller  12  also controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the middle lane L 3 - 1  of the five lanes L 1 - 1  through L 5 - 1  is now closed (e.g., a Red X and a message “LANE CLOSED” is displayed), and that the vehicle  32  must exit the middle lane. This information can also be provided to the vehicles  32  and the drivers as discussed above. 
     As shown in  FIG. 23 , as the beginning of rush hour (the congestion situation) becomes even closer in time, the controller  12  continues to control some of the lane markers M- 1  to continue to be active, while the controller  12  controls the lane markers M- 1  designated by F in  FIG. 23  to become deactivated. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that four lanes L 1  through L 4  are open, but as indicated the positions of the four green arrows continue to be more aligned with the lanes L 1 - 1 , L 2 - 1 , L 4 - 1  of the five lane configuration. The controller  12  further controls the overhead gantries  40  to discontinue displaying that the middle lane (Lane L 3 - 1 ) is closed (e.g., the overhead gantries  40  discontinue displaying the Red X and the “LANE CLOSED” information), and continue to display information such as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. Thus, as shown in  FIG. 23 , vehicles  32  should begin to reposition themselves to follow the green arrows. 
     As shown in  FIGS. 24 and 25 , as rush hour (the congestion situation) has almost ended, the controller  12  controls some of the lane markers M to become active, while the controller  12  controls continue to control some of the lane markers M- 1  become deactivated. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are open, but as indicated the positions of the green arrows have changed to be more aligned with the five lane L 1 - 1  through L 5 - 1  configuration. The controller  12  further controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. Thus, the vehicles  32  should continue to reposition themselves to follow the green arrows. 
     As shown in  FIG. 26 , as rush hour (the congestion situation) has almost ended, the controller  12  continues to control more of the lane markers M to become active, while the controller  12  controls continue to control more of the lane markers M- 1 , such as those indicated by F, to fade and become deactivated. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are open, and as now indicated the positions of the green arrows have changed to be more aligned with the four lane L 1  through L 4  configuration. The controller  12  further controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. Thus, the vehicles  32  should continue to reposition themselves to follow the green arrows. 
     As shown in  FIG. 27 , as rush hour (the congestion situation) ends, the controller  12  continues to control the lane markers M to be active, while the controller  12  controls the lane markers M- 1  to be deactivated. The controller  12  further controls the overhead gantries  40  and any other suitable dynamic message signs (DMS) to indicate that the four lanes L 1  through L 4  are open, and as now indicated the positions of the green arrows have changed to be more aligned with the four lane L 1  through L 4  configuration. The controller  12  further controls the overhead gantries  40  to display additional information as indicated, such as “follow green arrows/lane lights” as well as speed information and any other suitable information as discussed herein and as would be appreciated by one skilled in the art. This information can also be provided to the vehicles  32  and the drivers as discussed above. Thus, the vehicles  32  should continue to follow the green arrows. The main portion of the road segment  18  has now returned to the operation as shown, for example, in  FIG. 11 , and can resume the pre-rush hour configuration as shown in  FIG. 10 . 
     GENERAL INTERPRETATION OF TERMS 
     In understanding the scope of the present invention, the term “comprising” and its derivatives, as used herein, are intended to be open ended terms that specify the presence of the stated features, elements, components, groups, integers, and/or steps, but do not exclude the presence of other unstated features, elements, components, groups, integers and/or steps. The foregoing also applies to words having similar meanings such as the terms, “including,” “having” and their derivatives. Also, the terms “part,” “section,” “portion,” “member” or “element” when used in the singular can have the dual meaning of a single part or a plurality of parts. The term “detect” as used herein to describe an operation or function carried out by a component, a section, a device or the like includes a component, a section, a device or the like that does not require physical detection, but rather includes determining, measuring, modeling, predicting or computing or the like to carry out the operation or function. The term “configured” as used herein to describe a component, section or part of a device includes hardware and/or software that is constructed and/or programmed to carry out the desired function. 
     While only selected embodiments have been chosen to illustrate the present invention, it will be apparent to those skilled in the art from this disclosure that various changes and modifications can be made herein without departing from the scope of the invention as defined in the appended claims. For example, the size, shape, location or orientation of the various components can be changed as needed and/or desired. Components that are shown directly connected or contacting each other can have intermediate structures disposed between them. The functions of one element can be performed by two, and vice versa. The structures and functions of one embodiment can be adopted in another embodiment. It is not necessary for all advantages to be present in a particular embodiment at the same time. Every feature which is unique from the prior art, alone or in combination with other features, also should be considered a separate description of further inventions by the applicant, including the structural and/or functional concepts embodied by such feature(s). Thus, the foregoing descriptions of the embodiments according to the present invention are provided for illustration only, and not for the purpose of limiting the invention as defined by the appended claims and their equivalents.