141212_ITSVA_Managing_Mobility

Innovation for better mobility1

Managing Mobility with
Active Traffic Management and
Integrated Corridor Management
Glenn N. Havinoviski, P.E.
Iteris, Inc. December 12, 2014

Mobility
• “The ability to move or be
moved freely and easily”
• From a transportation system
perspective……
– Minimize travel delays
– Enhance safety / reduce
accidents
– Provide choices / travel options
(mode, road)

The future of mobility
Convenience and efficiency
Integrated
trip
information
for multiple
travel
modes
Integrated
payment
source for
all transport
services
Single-
occupancy
travel with
no delay can
be had for a
higher cost
Reduce
delays for
transfers
between
modes
Improved
connectivity
between
freight
carriers and
modes
Environmental
benefits
Reducing
dependence
on single-
occupancy
travel
modes
Consolidate
several
shipments
going to the
same place
Connected Vehicle Services (under development)

Two modern approaches to
managing mobility
• Pro-active
• Multi-modal
Integrated Mobility!

“Integrated Mobility” is the method to
achieve this environment
• “Integrated Mobility” refers to
a comprehensive system of
personal and public
transportation services and
modes, designed to maximize
benefits to all transportation
users, operators and
authorities.

Characteristics of Integrated Mobility
• Maximize total person-throughput, not just vehicle-
throughput
• Provide integrated decision-making options
(modes, roads) before beginning trip
• Use real-time traffic flow management and pricing
strategies to encourage use of alternative travel
modes and optimizes person-trips
Needs ITS !!

The Continuum

The two primary tools
• Active Traffic Management (ATM)
• Integrated Corridor Management
(ICM)

Active Traffic Management

Definition of ATM
• Dynamic management of traffic conditions in a
manner that reduces recurrent & non-recurrent
congestion.
– Increases throughput, safety thru integrated systems to
manage speeds and lane use, and provide adequate warning
of queues and other hazards
– Automated as needed to provide rapid response

Many flavors of ATM
• Adaptive Traffic Signal Control
• Transit Signal Priority
• Dynamic Lane Reversal or
Contraflow Lane Reversal
Lane Management
Queue Warning
• Dynamic Lane Use Control
• Dynamic Speed Limits
• Dynamic Shoulder Lanes
• Dynamic Merge Control
• Dynamic Routing
• Advance Queue Warning and
Advisory Displays
Junction Management
• Adaptive Ramp Metering
• Dynamic Merge Control
• Dynamic Junction Control
Arterial Management

Adaptive
Ramp
Metering
3
Lane Management
1
Freeway ATM – Main focus areas
Queue
Warning
2

Devices (lane mgmt., queue warning)
• Information, Advisory,
Queue Warning
• Lane and Speed
• Dynamic Pavement Markings

Basic Overhead Lane Display Concept
Queue warning display
HOV / BUS / HOT restriction in this lane

Dynamic Speed Limits
• Condition-based speed limits
– Match downstream traffic speeds if reduced from normal
posted speeds
– Reduction in advance of queues (reduce rear end collisions)
– Weather warning (fog, wind, ice, rain, etc.)
• Work zone-related
• Automated vs. manual enforcement
• Virginia: “in-persons summons”

Queue Warning
• Mainline queue ahead
• Queue on exit ramp backing into mainline
• Ahead of work zone (portable)
• Detection requirements
*Turkey (TTI, 2005) *Illinois Tollway (TTI, 2005)
* “Advance Warning of Stopped Traffic on Freeways: Field Studies Of Congestion Warning Signs”, TTI
UK

1st Sign Bridge: A collision
ahead causes speed limit to drop
to 50 mph.
2nd Sign Bridge: Signs
intermittently flash lane status.
3rd Sign Bridge: Speed drops
again; VMS provides traffic info.
4th Sign Bridge: At the incident,
two right lanes closed.
5th Sign Bridge: After the
incident, the speed limit
automatically returns to the
posted 60 mph.
Typical concept with gantry spacing @ 0.5 mile

Dynamic Shoulder Lane
• Peak period vs. as-needed
• Requires video or physical “sweep” of
shoulder corridor beforehand
• Consider dynamic shoulder use for off-
peak congested periods
• Keeping shoulder clear is major challenge
• Right or left shoulder
• Police enforcement / coordination
• Emergency pull-off / enforcement areas
needed

Dynamic Junction Control
• Adjust lane access for through or exit lanes based on
traffic demand.
• Volumes on mainline lanes and ramps are continuously
monitored and lane access dynamically changed based
on real-time and anticipated conditions.
Above, in Los Angeles. Under peak conditions, two left lanes are exit lanes.
During other periods, only one lane can exit.

• Balances total flow between mainline and
entering traffic thru restricting entry to 1 to 2
vehicles at a time (1 to 3 lanes)
• May have “bypass” lane for buses / HOV’s
Flavors
• Fixed Time Ramp Meters
• Local Traffic Responsive Ramp Metering
• System-Wide Traffic Adaptive Ramp
Metering
• ALINEA algorithm
• SWARM algorithm (Caltrans)
Ramp
Controller
Adaptive
Software
ATMS
(TMC)
Detectors
Data
Concentrator
Adaptive Ramp Metering
Less
Pro-Active
More
Pro-Active

Road Weather
Information
Systems
RFID Probe Data
/Toll Tags
Surveillance and Detection for ATM
Vehicle Detection Systems
(examples)
Microwave/Radar
(non-intrusive)
Inductive Loop
Detection
Closed-Circuit TV
Surveillance

Freeway ATM in Europe (the pioneers)
• UK, Germany, Netherlands, others
• Success stories
– An increase in average throughput for congested
periods of 3 to 7 percent
– An increase in overall capacity of 3 to 22 percent
– A decrease in primary incidents of 3 to 30 percent
– A decrease in secondary incidents of 40 to 50 percent
– An overall harmonization of speeds during congested
periods
– Decreased headways and more uniform driver behavior
– An increase in trip reliability
– The ability to delay the onset of freeway breakdown.
M42 - England

Freeway ATM in America
• Seattle area
– I-5, I-405, I-90, SR520
• Minneapolis (I-35W)
• Virginia (I-95 Express)
• Virginia (I-66)
• Future (Illinois)

Arterial ATM Tools
• Adaptive traffic signal control systems
– Optimize flow based on current / upcoming demand
– Continuous, automated adjustment of signal timings
within a defined set of parameters (cycle, split, offset)
– Examples
• SCOOT (TRL in UK)
• SCATS (New South Wales)
• ATCS (City of LA)
• QuicTrac (McCain)
• InSync (Rhythm)
• SynchroGreen (Trafficware)
• ACS-Lite (USDOT)
More
Intense
Detection
Less
Intense
Detection SCOOT Concept

Arterial ATM Tools
– Provision of additional green time specifically to
reduce signal delay for transit vehicles (bus,
streetcar, LRV)
• May involve early green (queue jump), green extension
• Often works best in concert with exclusive bus lanes
• Pre-emption generally not used except for facilities
considered as “railroads”
– V2I communications
• Optical emitter on bus / receiver at intersection (old)
• Cellular or wi-fi / GPS (latest)
“Queue jumper”

Arterial ATM Tools

ATM: A last look
• Pro-active : Responds to emerging conditions before
onset of congestion
• Tailored to local or regional application
– Can be used to favor HOV, transit operations
• Emphasis on safety benefits first
• Queue warning, dynamic speed limits are key
applications identified for Connected Vehicles

Integrated Corridor Management

What is ICM?
ICM uses policy and technologies
to better utilize “all seats” (bus,
train and private vehicle), all
travel lanes, all parking, and all
modes in a corridor, rather than
just focusing on the mobility of
individual vehicles.

Program Background
• Initiated by USDOT in 2005
• 5 candidate locations selected –
ConOps, analysis plans developed
• 3 locations chosen for modeling /
simulation activities
• 2 locations chosen for deployment
of expert systems and integrated
operational testing
• VDOT began its own initiative in
2011 for I-95/395 with technical
guidance from FHWA

How Does I-95 / 395 Compares with Federal ICM
Sites?
STRATEGIES Dallas San Diego Minneapolis I-95/I-395 (VA)
Integrated Management ● ● ● ●
Coordinated Incident Mgmt. ● ● ● ●
Ramp Metering ● ●
HOV / HOT / Managed Lanes ● ● ● ●
Increasing Transit Ridership ●
Distinct Trip Reduction Incentive
(BRAC relocation)
● (reduce by
1800 vehs)
Facilitate Rideshare Connections ●
Integrated Operational Systems ●
Increased Park and Ride Capacity ● ●
Multi-agency Data Exchange ● ●
Transit Signal Priority ● ●
Signal Timing ● ●
Active Traffic Mgmt (managed lns) ●

GOAL: Encourage better use of all modes / facilities
• Alternatives to single occupancy vehicles
• Improved overall traffic operations
• Favorable strategies for high-occupancy vehicles and public
transport
• Seamless travel services for end-to-end trips
• Information to rideshare operators / coordinators
• Real-time parking availability at park-and-ride locations
• Real-time road conditions
BUT HOW IS THIS ACHIEVED?
33

 In most regions, efforts to “reduce congestion” have historically
focused on optimization of individual systems
 Many regions have significant investments in ITS
 The more options exist, the better the opportunity to integrate
operations to manage total corridor capacity
Arterial Signal
Systems
Freeway
Systems
Rail
Systems
Bus
Systems
Parking
Systems
Leverage current investments
34

Lane /
Facility
Choice
Time of day
choice
Route
Choice
Mode
choice
Destination
choice
Providing commuter choices

Lane /
Facility
Choice
Time of day
choice
Route
Choice
Mode
choice
Destination
choice
Where? When? How?
(Mode of
Travel)
How?
(Which
Route or
Line?)
How?
(Which Lane,
Exit, Parking
Facility Do I
Want?)
• With ICM, above decisions can occur throughout the trip!
• If there is a road accident, information can help you decide on
an alternate route or to change to express / bus rail to get to
your destination faster
• There may also be a higher-priced alternative to avoid
congestion (toll roads, managed lanes)
Providing commuter choices

Technology / Operations Tools
• Freeway and Highway ITS
• Active traffic management
• Managed lanes / pricing and access strategies / parking strategies
• Arterial ITS
• Adaptive and traffic-responsive strategies, enhanced data collection
• Public Transport ITS
• Enhance fleet management, operations, passenger information
• Priority traffic signal and lane operations
• Real-time Multi-modal Information

Sample ICM “Actions”
• When accident occurs on freeway and multiple lanes are closed….
– Provide traveler information providing current route and mode options for
traveler’s origin and destination
– Adjust traffic signal timing on parallel streets to accommodate traffic
avoiding freeway
– Provide additional public transport (buses, rail, etc) using more vehicles,
shorter headways, etc.
– Adjust signal timing at key junctions to prioritize bus movements
– Adjust ramp meter timings to limit access and reduce freeway bottlenecks
Above can be achieved through detailed operational procedures or can be automated
through development of expert systems.

Example: Corridor Pricing Strategies
• Cordon / Zone Pricing • Express / HOT Lanes

Example: Park-and-Ride/Multimodal Signs

Example: Traveler Info / Journey Planning
• Multi-modal, real-time traveler
info (car, bus, rail, parking) –
comparisons for specific trips
• End-to-end trip planning (all
modes, roads, transfer options)
• Rideshare arrangements

Connected Vehicles
can support ICM strategies

Building Blocks:
Step 1. Start with Existing Data Sources
ICM begins with
the existing
availability of
traffic and transit
data from a
number of
sources, e.g.,
VDOT, VRE,
PRTC, WMATA,
etc.

Combine existing
information into
Integrated Single
Information
Gateway
Building Blocks:
Step 2. Create a “one-stop shop” for corridor information
Example: Upgrade 511 to provide corridor-specific, multi-modal
information

Develop parking
and multi-modal
information
systems, providing
both space
information at park-
and-ride facilities
and comparative
travel time
information for
different routes and
modes within the
corridor.
Building Blocks:
Step 3. Provide real-time parking information
Example: Provide parking, “next train” info along the road (upstream of
decision points) and for travelers in advance of their trip

Traffic
management
strategies
supporting multi-
modal activities
include upgrading
traffic signal
operations where
they can readily
benefit major bus
transit services.
They also include
freeway active
traffic management
tools.
Building Blocks:
Step 4. Actively manage traffic operations
Consider ATM strategies such as adaptive ramp metering with HOV
bypass along with hard-shoulder running during peak

With better
information and
optimized
operations, the
user may have
more choices on
how to travel.
Personalized trip
planning allows the
traveler to access
road, transit and
rideshare
information
Building Blocks:
Step 5. Provide personalized journey planning
Parking information and operational strategies will likely favor carpool
use, and a personalized journey planner should integrate with rideshare
services where carpooling is an option for the user.

Federal ICM
initiatives are
heavily focused on
developing
decision support
capability.
Performance
management
activities to assess
ICM effectiveness
are a key first step
in developing this
capability.
Building Blocks:
Step 6. Develop performance monitoring capability
A performance management system will enable monitoring of road and
transit operational systems as well as parking facilities, such that the
effectiveness of ICM can be measured and assessed.

Modeling and
decision support
capabilities are
facilitating by having
the information
systems and
performance
monitoring in place,
allowing for
assessment of “what
if” scenarios and
implementing them as
appropriate.
Building Blocks:
Step 7. Provide on-line decision support
Modeling and decision support allows the corridor manager to assess
potential strategies and then implement them if beneficial. Automation of
this is possible based on the effectiveness of the system.

Institutional Considerations
• Multi-agency coordination, but need “champion” to lead
• Employer incentives to encourage staff to use alternate
transport modes
– Vans / buses
– Subsidize monthly bus cards / passes (electronic fare collection)
• Road / parking pricing flexible based on demand, greenhouse
gas levels, etc.

• “Cultural change”
• Making the alternative travel options
more attractive
• Improving convenience
• Addressing how to go the “last
mile” between the end of your
vehicle trip (car, bus, rail) and your
destination
Challenges to Deploying ICM
vs.
51

Summary of today’s webinar
• Pro-active management can bring tangible safety and
congestion benefits
• ATM has both freeway and arterial components
• ICM provides a holistic view of mobility in a corridor
or region
– Consider both the tools needed to enable ICM and an
integrated approach to operating the corridor (decision
support, institutional framework, etc.)

For further information….
• Active Traffic Management Web Site,
http://www.ops.fhwa.dot.gov/atdm/approaches/atm.htm
• Adaptive Signal Control Web Site,
https://www.fhwa.dot.gov/everydaycounts/technology/adsc/
• ICM Web Site, http://www.its.dot.gov/icms/index.htm
• Active Traffic Management: The Next Step in Congestion
Management, USDOT-FHWA, July 2007, FHWA-PL-07-012
• Designing for Transportation Management and Operations, a
Primer, USDOT-FHWA, Feb 2013, FHWA-HOP-13-013
• Integrated Corridor Management: Implementation Guide and
Lessons Learned, USDOT ITS-JPO, Feb 2012, FHWA-JPO-12-075

Any Questions, Thoughts….
Glenn N. Havinoviski, P.E.
Associate Vice President, Transportation Systems
Iteris, Inc.
gnh@iteris.com
(703) 395-4039 www.iteris.com

141212_ITSVA_Managing_Mobility

Recommandé

Recommandé

Contenu connexe

Tendances

Tendances (20)

En vedette

En vedette (20)

Similaire à 141212_ITSVA_Managing_Mobility

Similaire à 141212_ITSVA_Managing_Mobility (20)

141212_ITSVA_Managing_Mobility