October 27th, 2010
Roger Browne, M.A.Sc., P. Eng.ITS Program Section
Ministry of Transportation, Ontario
Presented by
Second Plenary
OUTLINE
Background - Project Scope Key Issues and Challenges Project Status and Next Steps Questions
Transportation Border Working Group : Oct, 2010
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BACKGROUND
Under the Intelligent Border Crossing study, a vision was established that identified three key areas of focus: Traffic Management and Operations Advanced Traveler Information Public/Private Sector Needs
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Traffic Management and Operations Providing real-time information en route ITS to facilitate improved safety and
efficiency at the border approaches ITS to aid motorists and commercial vehicles
in decision-making
VISION – THREE KEY ASPECTS [1]
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Advance Traveler Information (ATI) Providing information to motorists and
commercial vehicle operators via the Internet
Combination of border wait-time plus traffic conditions along the route
Intended for pre-trip planning purposes Provides real-time, historic log and
prediction of traffic conditions and border wait-times
VISION – THREE KEY ASPECTS [2]
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Additional Public/Private Sector Needs Similar to ATI however, customized, value-added
information Real-time and historic information of significant
value to: Border crossing authorities CBP and CBSA Commercial Vehicle Operators (CVO) Border Crossing Operators – Windsor-Detroit Tunnel, Blue
Water Bridge, Ambassador Bridge, etc.
VISION – THREE KEY ASPECTS [3]
Traffic Management and Operations System to provide border wait-time information
for motorists and commercial vehicles en route
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Ambassador BridgeDetroit WindsorTunnel
10 MIN
8 MIN
Current Border Delay
Border Advisory System is a key piece to meeting other requirements
Advanced Traveller Information Information generated by system can be published
on the web for pre-trip planning purposes Balance border traffic demands on provincial level
Public/Private Sector Needs Border delay combined with traffic delays to
estimate travel times along selected routes Information generated to be provided directly to
CBP or CVOs
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Transportation Border Working Group : Oct, 2010
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Project presents many challenges both logistical and technical
Logistical What information and where? Support from border crossing operators
Technical Algorithm to determine border wait-time Technology to collect data
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Concerns regarding the value in providing detailed information so far upstream
Addressed via: Project team asks the question, “If I were a
motorist or a commercial vehicle traversing this route, what information am I really looking for and where?”
Resolution of information to become more detailed the closer you get
Maybe need to supplement with real-time information regarding travel times to get to Windsor or Sarnia 12
BORDER DELAY INFORMATION (WHERE)(CONCEPTUAL MOCK-UP OF LOCATIONS BASED ON REST STATIONS)
BORDER ADVISORY SIGN (WHAT INFO)
Windsor-Detroit Tunnel
Ambassador Bridge
Detroit-River Int’l Crossing
CARS
TRUCKS TRUCKS
5-10 0-5
5-10 0-5 15-20 0-5
5-10 0-5 15-20 0-5
CURRENT BORDER WAIT-TIMES (mins)
Concern that the information provided may inadvertently cause a loss in revenue
Addressed via: Generally motorists don’t divert from their set
plan; commercial vehicles generally cannot divert from programmed crossing
Independent, unbiased historic information can be used for business forecasting
Becoming active stakeholder could result in new potential revenue stream
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Mathematical models or algorithms are required to take traffic data and calculate or predict border wait-times
Freeway vs Arterial Approach Freeway to Inspection Lanes – Straight
forward Arterials to Inspection Lanes – Far more
complex
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ALGORITHM PRINCIPLE
BORDERWAIT-TIME
QUEUELENGTH
SERVICERATE
Service Rate = 5 veh/min; Queue Length = 10 vehicles;
Therefore, Border-Wait-Time = 2 mins
Traffic queues from primary inspection lanes directly onto freeway
Freeway spillback is the only queue/wait-time that needs to be measured
No other constraints on freeway
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Traffic queues from primary inspection lanes onto one or more municipal streets
Queuing also independently caused by high traffic volumes at signalized intersections
Driveways and other side-friction can also impose further queuing and delays
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Technology must be non-intrusive Not possible to get inductive loops on
bridges or tunnels given potential traffic impacts during installation and maintenance
Technology must cater to sensitivities Video-based systems may not be permitted
due to current or future re-hashed security concerns
Probe-based information must be anonymous
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Transportation Border Working Group : Oct, 2010
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Official kick-off meeting held in September
Project Information Briefing Sessions held with Blue Water Bridge and Windsor-Detroit Tunnel border crossing operators
Significant progress made with respect to laying out the approach and tackling the issues
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Determine what information required and
location
Determine what information required and
location
Develop mathematical algorithm to generate this
information from data collected
Develop mathematical algorithm to generate this
information from data collected
Determine data needs to generate this informationDetermine data needs to generate this information
Select and test technologies capable of
providing the data required
Select and test technologies capable of
providing the data required
Compare border wait-time calculated against ground
truth
Compare border wait-time calculated against ground
truth
Modify or calibrate algorithm based on
findings
Modify or calibrate algorithm based on
findings
TRAFFIC ENGINEERING PERSPECTIVE
Considering whether or not there is an overload of information to be provided
Consideration being given to whether or not there is a need to have additional information in the City of Windsor itself
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AmbassadorBridge
Windsor-Detroit Tunnel
Travel Time to US via
Ouellette
Border Wait-Times
Border Wait-Times
Border Delay +
Travel Times
Travel Time to US via
Hwy 3
Possible Scenario
Original Delcan proposal calls for calibration runs to confirm operation of algorithm
Now considering Bluetooth readers to establish database of ‘ground truth’ information for comparison and calibration of algorithm
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Concerns over microwave given inaccuracy of readings at lower speeds
Consideration being narrowed down to: Microloops installed under bridge structures
where it is easy to install and maintain without affecting traffic
Bluetooth Readers with some form of prediction model based on mapping current conditions with historic data
Smart phone GPS tracking application whereby an APP is developed and motorists volunteer their information in exchange for detailed traffic information on a whole
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Sarnia Approach Currently negotiating arrangement with Blue
Water Bridge to have additional micro-loop detection added to their ongoing contract
With detection installed, algorithm developed for freeway-to-inspection lane can now be tested and calibrated
Windsor Approach Currently working on concept of operations
and strategy for messaging Developing detailed plan to gain support from
Windsor-Detroit tunnel operator28
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Roger Browne, M.A.Sc., P. Eng.Senior Project EngineerITS Program SectionMinistry of Transportation, [email protected]
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