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Integrated Corridor Management Workshop
ITS PennsylvaniaSouthwestern Pennsylvania Commission
A il 29 2014April 29, 2014
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Learning Objectives
By the end of the session participants will be able
Learning Objectives
By the end of the session, participants will be able to:1. Identify challenges to operations2. Define ICM3. Describe decision support needs and objectives
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AgendaAgendaTIME ACTIVITY8:30-9:00 Welcome & Introductions9:00-9:50 Introduction to ICM and Decision Support Systems (DSS)
Background ICM Program ICM Fundamentals Overview of Decision Support Systems
9 50 10 00 ITS P l i U i g A ti iti 9:50-10:00 ITS Pennsylvania Upcoming Activities 10:00-10:15 Break10:15-11:00 Dallas Pioneer Site Overview11:00 11:45 San Diego Pioneer Site Overview11:00-11:45 San Diego Pioneer Site Overview11:20-12:15 Open Q&A and Discussion of ICM DSS12:15-12:30 Closing: What’s Next for My Corridor?
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The Reality: Demand is Greater than ySupply
Public Road Mileage, Lane Miles, and VMT , 1980 - 2010
Lane Miles
-Mile
s
Vehicle-Miles of Travelge a
nd L
ane-
s of
Tra
vel
Vehicle Miles of Travel
Public Road Mileagec R
oad
Mile
ag
Vehi
cle-
Mile
s
Public Road Mileage
Y
Pub
lic
V
Year
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The Reality Operations Today
• Surface transportation systems are made up of several
The Reality: Operations Today
Surface transportation systems are made up of several independent networks
o Freeways, bus/rail transit, arterials, etc.y , , ,
• Most efforts to reduce congestion have focused on optimization of individual networks
o Agency/facility/mode – specific ITS systems & strategies
• Minimal cross-network management in response to increased demand / reduction in demand
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ICM Program Vision
An opport nit e ists to reali e significant
ICM Program Vision
• An opportunity exists to realize significant improvements in the efficient movement of people and goods through aggressive andpeople and goods through aggressive and proactive management of major multimodal transportation corridorsp
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• Started in 2005/2006
USDOT’s ICM Program
• Started in 2005/2006• Part of ITS-JPO congestion initiative• Builds on the ITMS efforts• Builds on the ITMS efforts • Builds on MMDI • Core transit element• Core transit element• Fundamentals of ICM approach
embedded in current Office of Operationsembedded in current Office of Operations “story”
• “Integrated Management”Integrated Management
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ICM Program Roadmap
FY06 FY07 FY08 FY09 FY10 FY11 FY12 FY13 FY14 FY15 FY16
ICM Program Roadmap
Stakeholder Working Group
Phase 1: Foundational Research Phase 2 Feedback:
Phase 2: Corridor tools, strategies and integration
Tool development, guidance, planning
ConOps & SyRSp yAnalysis, Modeling, and Simulation
DemonstrationPhase 3:
Pioneer Sites
Phase 3: EvaluationPre-deployment | Post-deployment
Phase 4: Knowledge and Technology TransferAwareness | Understanding | Equip practitioners | Long Term
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Pioneer SitesDallas TX
Dallas, TX (US 75)Dallas, TXHouston, TXMinneapolis, MNMontgomery County, MDOakland CA
San Diego, CA (I-15)
Oakland, CASan Antonio, TXSan Diego, CASeattle, WA
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Integrated Corridor ManagementIntegrated Corridor ManagementFundamentals
Let’s take a closer look…
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Corridor
• Travel shed
Corridor
• Travel shed • Linear geographic band• Movement of people, goods,
d i ithi dand services within and through the corridor
• Similar transportation needs d bilit iand mobility issues
• Various networks that provide similar or
l tcomplementary transportation functions
• Cross-network connections
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Generic CorridorLocal Jurisdiction 1 – Traffic Signal System
Generic Corridor
Regional Rail Agency Train Management SystemRegional Rail Agency – Train Management System
State DOT – Freeway Management System Last mile service
Bus Company – AVL System
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Local Jurisdiction 2 – Traffic Signal System
Approaches and strategies based on the Approaches and strategies based on the concept of Load Balancing
Supply Demandpp y
Time and Space
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IntegrationIntegration
Coordination to collaboration between various agencies and jurisdictions that t d i tit ti l b d i
Institutional Integration
transcends institutional boundaries.
Operational Multi-agency and cross-network ti l t t i t th t t lIntegration operational strategies to manage the total
capacity and demand of the corridor.
Sharing and distribution of informationTechnical Integration
Sharing and distribution of information, and system operations and control functions to support the immediate
l i danalysis and response.
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“Management”Management
ICM requires that the notion of managed corridors, and the active management of ALL individual facilities within the corridor be consideredfacilities within the corridor, be considered.
Passive Active
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Stakeholders Who’s here today?
Who’s missing?
Stakeholders
Roadway Planning PrivateRoadway Agencies
PlanningOrganizations
PrivateSector
Transit Agencies
Activity Centers
FleetOperations
Other agencydepartments
PublicSafety
Traveler
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Institutional ApproachesInstitutional Approaches
LESS FORMAL MORE FORMAL
General agreements. No common
Informal working groups that meet regularly to
Operating objectives for each agency
Funded entity (i.e., a “corridor manager”) with
Common operating objectivesNo common
objectives.
Ad hoc arrangements
regularly to address topics of more effective use of existing corridor capacity
each agency understood.
Formally established joint
manager ) with full-time staff and well-defined responsibilities related to ICM
objectives.
Dedicated resources, authorities and a arrangements
based on near-term issues and personal relationships and
corridor capacity established joint working groups with assigned responsibilities for ICM
related to ICM operations
authorities, and a governing board that represents agencies in ICM development relationships and
interestsfor ICM development,
implementation, and operation efforts
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Integration ProcessesIntegration Processes
MORE FORMALLESS FORMAL
COORDINATING COOPERATING COLLABORATING
› Informal information sharing › Corridor information sharing › Shared corridor operations › Informal information sharing› Common use of terms› Coordinated actions› Coordinated service delivery
› Corridor information sharing› Corridor performance
measurement› Corridor operating policy
d l t
› Shared corridor operations vision
› Formal institutional partnering› Integration and interoperability
l idevelopment› Corridor concept of operations› ICM requirements
planning› Joint ICMS project
development› Shared use of resources
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ICM O ti l A hICM Operational ApproachesLESS INTEGRATION MORE INTEGRATION
Information Sharing/Distribution• Information sharing
Operational Efficiency of Network Junctions
Accommodate/ Promote Route & Modal Shifts
Manage Capacity-Demand Relationship (short/long term)Information sharing
(data, video)• Information
clearinghouse• Corridor ATIS
• Signal priority for transit
• Multi-modal electronic payment
• Modify arterial signal timing/metering rates/transit priority to accommodate
• Lane use control• Convert regular
lanes to transit• Add transit capacity Corridor ATIS
• Using traveler information devices to describe conditions in other
electronic payment• Transit hub
connection protection
• Coordinated ramp
to accommodate shifts
• Promote route/ mode shifts via en-route traveler info
Add transit capacity (additional vehicles/ reduced headways)
• Open HOV lanes/shouldersconditions in other
networks• Shared control of
CCTV
Coordinated ramp metering/arterial signals
route traveler info devices
• Re-route buses
lanes/shoulders• Modify HOV
requirements• Variable speed limits• Modify toll/transit/ y
parking pricing
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Approach D: Manage Capacity-Demand pp g p yRelationship Within Corridor in “Real-time”/Short-Term
1. Capacity Orientedi. Lane use control (reversible lanes / contra-flow).
time /Short Term
i. Lane use control (reversible lanes / contra flow). ii. Convert regular lanes to “transit-only” or “emergency-only.”iii. Add transit capacity by adjusting headways and # of vehicles. iv. Add transit capacity by adding temporary new service p y y g p yv. Add capacity at parking lots (temporary lots)..vi. Increase roadway capacity by opening HOV/ HOT lanes/ shoulders. vii. Modify HOV restrictions yviii. Restrict ramp access (metering rates, closures). ix. Convert regular lanes to “truck-only.”x. Coordinate scheduled maintenance and construction
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Approach D: Manage Capacity-Demand pp g p yRelationship Within Corridor in “Real-time”/Short-Term
2. Demand Oriented i Variable speed limits (based on Demand Time of Day
time /Short Term
i. Variable speed limits (based on Demand, Time of Day, construction, weather conditions).
ii. Modify toll / HOT pricing. iii Modify transit fares to encourage ridership iii. Modify transit fares to encourage ridership. iv. Modify parking fees. v. Variable truck restrictions (lane, speed, network, time of day). vi. Restrict / Reroute Commercial Trafficvii. Incentives
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ICM Technical ProtocolsICM Technical ProtocolsLESS FORMAL MORE FORMAL
Alerts provided to stakeholder TMCs through Regional or
Corridor manager requests stakeholder TMC’s to provide
Corridor manager directs stakeholder TMC to provide
Decision Support System OR Corridor manager directly
Corridor ITS Architecture ITS information connectivity features. TMCs take
particular controls according to ICM Operations Plan. Stakeholder may
particular controls according to ICM Operation Plan.
controls corridor field devices (traveler information messages, signal timing, lane
action based communication among the stakeholders.
modify request before taking action. Modifications are reported to corridor
controls, transit priority, etc.) through ICMS according to agreed upon ICM Operations
manager. Plan.
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ICM Analysis, Modeling, and Simulation Sites
I-15,
S Di CAUS-75,
D ll TX
I-394,
Mi li MN San Diego, CADallas, TX Minneapolis, MN
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Potential Benefits of ICMPotential Benefits of ICM
Three AMS Sites – Dallas, Minneapolis, and San Diego
PERFORMANCE MEASURE AREAS San Diego Dallas Minneapolis
Annual Travel Time Savings (Person Hours) 246 000 740 000 132 000
Annual Travel Time Savings (Person-Hours) 246,000 740,000 132,000
Improvement in Travel-Time Reliability (Reduction in Travel-Time Variance)
10.6% 3% 4.4%
Fuel Saved Annually (in Gallons) 323,000 981,000 17,600
Tons of Mobile Emissions Saved Annually (in Tons) 3,100 9,400 175
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ICM Benefits Far Outweigh CostsICM Benefits Far Outweigh Costs
$300 $264M
$200
$250
$104M 10-Year Cost
20:1 KEY:
$50
$100
$150
$82M
10-Year Cost
10-Year Net Benefit10:1
22:1•Benefit Cost Ratio (italicized)
$0
$50
San DiegoDallas
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Minneapolis
ICM Benefit AreasICM Benefit Areas
Mobility
Safety
Mobility
ReliabilityReliability
Emissions and Fuel Consumption
Benefits and Cost Comparison
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M lti l l A l i T l P idMulti-level Analysis Tools Provide Comprehensive Insight
Regional patterns and mode shift; Transit analysis capability
Traveler information, HOT lanes, congestion pricing and regional diversion patterns
Traffic control strategies suchTraffic control strategies such as ramp metering and arterial traffic signal control
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ICM Demonstration Sites
I 15 San Diego CA US 75 Dallas TXI-15, San Diego, CA US-75, Dallas, TX
Went live in Spring 2013!
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p g
Demonstrations Include:
• Joints operations agreements
• Transit options LRT and
• Responsive signal and meter operations
• Data availability to• Transit options – LRT and BRT
• Mode, route, time shift
• Data availability to public/private
• Advanced Traveler approaches
• Improved junctions between modes and facilities
Information approaches• Shared and automated
control• Real-time multi-modal data
integration P ki t
• Decisions Support Systems
• Parking systems
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BETTER
ICM Concept of Operations
SYSTEM PERFORMANCE/HAPPIER TRAVELERS
DECISION SUPPORT
INTEGRATED DATA
JOINT OPERATIONS, RESPONSE & ACTION PLANS
CORRIDOR NETWORKS ROADWAY TRANSIT d FREIGHTCORRIDOR NETWORKS: ROADWAY, TRANSIT, and FREIGHT
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An ICM system is a tool to help the corridor’s
ICM System
An ICM system is a tool to help the corridor s transportation network keep their networks operating at optimal levels.
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• Operational needs are the highest level “requirements” or
ICM System – Operational Needsp g q
needs.• Examples are an attempt to abstract needs for an ICMS.
• Need for active and passive communication withNeed for active and passive communication with transportation network users
• Need to predict performance of system.• Need to manage the supply of services to match demandeed o a age e supp y o se ces o a c de a d• Need to collect and process data in real-time or near real-
time • Need to monitor the effectiveness of control tactics
implemented in the corridor• Need for real time corridor performance measures • Need for real time impact assessment toolp
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• Assist managers in the process of collaboratively
Decision Support Systemsg p y
managing a multimodal transportation network • Objective driven• Information systems • Support multimodal, transportation operational decision-
making in real timemaking in real time.• Interactive, software-intensive system • Multiple real-time data sources and knowledge-bases.p g• Models, processes or analyses to implement context-
specific actions and recommendations
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Real Time Decision Support SystemsReal-Time Decision Support Systems
PREDICTION
MESO AND MICRO
SIMULATION BUSINESS PREDICTION ENGINE
VISUALIZATION
BUSINESS PROCESSES
DYNAMIC RESPONSE
PLAN DATA FUSION AUTOMATION
SELECTION PERFORMANCE MONITORING
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• Does the DSS predict an accurate state of the
Decision Support Systems Analysis
Does the DSS predict an accurate state of the corridor?
• Are the response plans suggested by the DSS reasonable, timely, and actionable?
• How does varying conditions and data loads impact DSS performance?impact DSS performance?
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